WASHINGTON — Attorney General Pam Bondi is leaving the Department of Justice and will be replaced for now by President Donald Trump’s former personal defense lawyer, the president announced Thursday.

“Pam Bondi is a Great American Patriot and a loyal friend, who faithfully served as my Attorney General over the past year. Pam did a tremendous job overseeing a massive crackdown in Crime across our Country,” the president wrote on social media.

Bondi will depart for an “important new job in the private sector, to be announced at a date in the near future,” Trump added.

Deputy Attorney General Todd Blanche, “a very talented and respected Legal Mind,” will move up in an acting role, he said.

Blanche thanked the president on social media and praised Bondi for doing her job “with strength and conviction” adding he was “grateful for her leadership and friendship.”

Trump did not indicate who he would nominate to succeed Bondi on a permanent basis.

Bondi’s exit follows the departure last month of another high-profile Cabinet member, Kristi Noem, whom Trump reassigned from the position of secretary of Homeland Security. 

Epstein files

Bondi, the former attorney general of Florida, oversaw the legally mandated release of government files on the late sex offender Jeffrey Epstein, who surrounded himself with powerful figures, including Trump, even after he pleaded guilty to soliciting a minor in 2008. Epstein died in a Manhattan jail cell awaiting federal trial on sex trafficking charges.

Trump’s name appeared thousands of times in the files, along with those of numerous celebrities, writers and tech giants. Trump denies knowing about Epstein’s scheme to groom and solicit hundreds of young girls for sex.

Shortly after being installed as attorney general, Bondi touted her access to the Epstein files, telling Fox News in February 2025 that the sex offender’s client list was “sitting on my desk,” and distributing binders marked “Epstein Files: Phase I” to conservative political commentators.

By July, the department announced it had found no leads in the files warranting further investigation and that no further information would be made public. The announcement set off a firestorm in Congress that eventually led to the bipartisan passage of legislation mandating the department to release millions of documents related to Epstein.

Bondi received heavy criticism for missing the legally mandated deadline to release the files, and for a botched rollout that disclosed the names of several victims. 

The House Committee on Oversight and Government Reform subpoenaed Bondi on March 4 to testify before the committee for its separate investigation of the files. Bondi appeared on Capitol Hill for a closed-door briefing with the committee that quickly turned heated, according to CNN’s Kaitlan Collins.

Dem slams ‘legacy of failure’

Lawmakers released an avalanche of statements upon Trump’s announcement that Bondi will no longer hold the highest law enforcement role in the United States.

Rep. Jamie Raskin, D-Md., ranking member of the House Committee on the Judiciary, slammed Bondi’s tenure as a “profound betrayal not only of the Department of Justice but of the American people the Department exists to serve.”

Bondi’s “legacy of failure” includes the firing of prosecutors and federal law enforcement agents who investigated crimes committed leading up to and during the Jan. 6, 2021, attack on the U.S. Capitol, Raskin said in a statement Thursday. Three FBI agents sued this week over their ouster.

“This shameful legacy is cemented by her grotesque mishandling of the Epstein files,” Raskin said, alleging Bondi protected powerful figures by redacting their names, yet allowing names of victims to be publicly disclosed.

Bondi and Raskin shared a heated exchange over the Epstein files during a Feb. 11 oversight hearing, at which she called Raskin a “washed-up loser lawyer.”

Bondi built a reputation of combativeness and an unwavering loyalty to Trump during hearings before lawmakers on Capitol Hill.

Sen. Chuck Grassley, R-Iowa, who chairs the Senate Committee on the Judiciary, thanked Bondi for being responsive to his oversight records requests and said she “helped bring violent crime down to historic lows.”

“The Judiciary Committee stands ready to advance President Trump’s next Attorney General nominee,” Grassley said.

Standing on a platform at a Bahnhof or train station in Germany early one morning, watching students filter onto a regional train with backpacks slung over their shoulders, it struck me just how different pupil transportation is here compared to what I have spent most of my career studying and teaching in the U.S. No flashing lights. No crossing arms. No dedicated “school-only” environment. Just students, moving confidently and independently through a public transportation system designed to include them.

In Germany, pupil transportation is not treated as a specialized service owned and operated by schools. Instead, it is understood as a shared civic responsibility. One woven into the fabric of public infrastructure, reinforced by law, education and cultural expectations. The result is a system that looks radically different from the yellow-bus model most Americans know, yet functions with remarkable efficiency and safety.

One of the most noticeable differences I encountered was how heavily Germany relies on public transportation—known broadly as Öffentlicher Personennahverkehr (ÖPNV)—to move students. In cities and suburbs alike, students routinely use Linienbusse (city buses), Straßenbahnen (trams), U-Bahn and S-Bahn systems, and Regionalzüge (regional trains). These are not “student-only” vehicles. They are the same systems used by office workers, retirees and tourists.

Students who qualify for transportation assistance receive a Schülerticket or Jugendticket, subsidized or fully funded by local municipalities (Kommunen) or the federal states (Länder). In many regions, these passes are valid beyond school hours, reinforcing the idea that mobility is part of daily life—not a narrowly defined school function.

As I observed students navigating routes and transfers, it became clear that independence is not optional here. It is expected. Even younger students demonstrate a working knowledge of timetables (Fahrpläne), platform signage and transfer points. This competence does not appear by accident. Verkehrserziehung—traffic and transportation education—is introduced early in German schools and reinforced repeatedly as children grow.

The Differences of U.S. Yellow School Bus Transportation

Back home in the U.S., pupil transportation is far more centralized and tightly controlled. School districts typically operate or contract dedicated fleets governed by extensive regulations at both the federal and state levels. American school buses are marvels of passive safety engineering, built to protect students even in hostile traffic environments. However, this model also ties student mobility to specialized vehicles, specialized drivers and funding streams that are increasingly fragile.

In Germany, the focus shifts away from specialized vehicles and toward system-wide safety design. Around schools, I consistently saw Tempo-30-Zonen. Reduced speed zones enforced not just by signage, but by roadway narrowing, raised crosswalks and visual cues that force drivers to slow down. Fußgängerüberwege (pedestrian crossings) are clearly marked, well lit, and treated seriously by drivers.

Cycling infrastructure is another major pillar. Germany’s Radwege—dedicated bicycle lanes—are often physically separated from vehicle traffic, not merely painted lines on asphalt. Students cycling to school are not treated as anomalies. They are anticipated users of the transportation system.

In the U.S., safety strategies often compensate for infrastructure shortcomings by relying heavily on the school bus itself. Stop arms, flashing lights and strict loading procedures act as mobile safety zones. In Germany, safety is embedded into the environment long before a student ever steps onto a vehicle.

Walking and cycling to school are not fringe behaviors here, rather they are normalized. Younger students often walk together along designated Schulwege (school routes), sometimes participating in what Germans call a Laufbus, the equivalent of a “walking bus.” These routes are mapped, communicated to families, and designed to minimize risk exposure.

Older students routinely travel alone, whether on foot, by bike, or via public transit. While this level of independence might raise eyebrows in the U.S., in Germany it is viewed as a critical developmental step. Children are taught how to assess risk, not avoid it entirely.

Dedicated school buses—Schulbusse—do exist in Germany, primarily in rural regions where public transit coverage is limited. However, even these buses look different from their American counterparts. They are often standard coaches or city buses with minimal external markings. They lack stop arms or specialized lighting systems, reinforcing the notion that responsibility for student safety does not rest solely on the vehicle.

This difference is jarring for American professionals, but it reflects a deeper cultural expectation: All road users share responsibility for safety, and traffic laws are consistently enforced. German driver training standards are rigorous, and compliance with Verkehrsregeln (traffic rules) is culturally ingrained.

Special needs transportation further illustrates Germany’s integrated approach. Students with disabilities receive individualized transportation accommodations arranged through municipal authorities in coordination with social services, not solely through school systems. This may involve specialized vehicles, door-to-door service or escorted travel on public transit depending on need.

Accessibility is treated as a societal obligation rather than an educational exception. In the U.S., special education transportation is often managed almost entirely by school districts, adding complexity and cost to already strained systems. Germany distributes that responsibility across public institutions.

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

Lessons Learned

Perhaps the most important lesson I took from being in Germany is philosophical. The German pupil transportation system assumes that safety is created through design, education and accountability — not isolation. Students are not shielded from the transportation system. They are trained to function within it.

In the U.S., we often build systems designed to protect students from risk. Germany builds systems designed to reduce risk at its source. That difference matters. Especially as U.S. districts face driver shortages, rising costs and expanding safety mandates.

Germany’s model is not directly transferable to every American community. Many U.S. regions lack the density, transit infrastructure or legal frameworks to replicate it wholesale. Rural geography, suburban sprawl and fragmented governance present real challenges. But the value lies in the comparison.

By studying Germany’s use of ÖPNV, Schulwegplanung (school route planning), Verkehrserziehung, and integrated accessibility models, U.S. transportation leaders can identify concepts—not replicas—that may strengthen our own systems. Infrastructure investment, early safety education, shared responsibility, and multimodal planning all have a place in the American conversation.

Being in Germany reminded me that pupil transportation is not just about moving students. It is about shaping how young people engage with their communities. When transportation is treated as a shared civic responsibility rather than a standalone service, students gain more than a ride. They gain independence, situational awareness and confidence that extends far beyond the school day.

Watch for my next article in this series, where we travel “down under” to explore how Australia conducts pupil transportation.

Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. He can be reached at BretBrooks@GrayRamTacticalTraining.com.

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Traveling the world and studying how children get to school has given me a deep appreciation for the difference in how nations approach something as simple—and as complicated—as pupil transportation.

Last month, I compared systems in the U.S. and India. This month, my attention is on Colombia, a country whose breathtaking geography, social dynamics and history shape the school commute in ways that most Americans would never experience in their daily lives. Despite all the differences, the underlying mission remains the same everywhere I go. Communities getting children safely to school so they can learn, grow and reach their potential.

When I think about school transportation in the U.S., the image that immediately comes to mind is that familiar yellow school bus. It’s amazing how recognizable it is—even internationally. No matter where I travel, people know what that yellow bus symbolizes. It represents regulation, structure, stability and the idea that education begins the moment a child steps into a professionally operated transportation system. Nearly 25 million children ride these buses every school day, making it the largest mass transportation system in the U.S. And it operates with a level of uniformity that, in many places around the world, is simply unheard of.

This system isn’t accidental. American school buses are purpose-built from the ground up with safety in mind: Compartmentalized seating, high visibility, reinforced frames, stop arms, flashing lights, emergency exits, and strict federal standards. As someone who has spent years in the fields of safety and security, I’m constantly impressed by the investment our country places in the transportation of its students. And it’s not just the equipment—it’s the people. In the U.S., drivers undergo specialized training not only in vehicle operation but also in behavior management, first aid, emergency evacuation, situational awareness, and increasingly, how to identify potential security threats. Whether you’re in a rural district in Missouri, a suburb in Ohio, or a dense metropolitan area like Chicago or Phoenix, you can expect the same level of commitment and consistency.

Of course, our system has challenges. Anyone who works in pupil transportation knows the constant struggle with driver shortages, bus replacements, new technology integration, and motorists who still don’t understand—or choose to ignore—stop arms. But even with those obstacles, the foundation is solid. There are predictable structures and regulated safety nets that American families have come to trust.

Colombia presents a very different picture—one shaped by dramatic landscapes, economic diversity and a transportation network that must continuously adapt. When I’ve spent time in Colombia’s major cities—Bogotá and Medellín—I’ve seen buses that closely resemble those in the U.S., often operated by private schools or contracted services. These buses usually include attendants responsible for helping younger children board and exit the vehicle safely. The presence of attendants is especially important in cities where the traffic congestion is unlike anything most Americans experience on a regular basis. A 30-minute ride in an American suburb might easily become an hour or more in Bogotá, simply because clogged streets and gridlock are daily realities.

Yet even these city operations are only part of Colombia’s story. Once you leave the urban centers, the transportation landscape changes dramatically. The country’s geography is breathtaking but unforgiving—towering Andean mountains, deep valleys, dense rainforests and winding rural roads carved into hillsides. In small towns and rural villages, I’ve watched children board brightly painted chivas—rugged, colorful buses that are as much a symbol of rural Colombia as the yellow bus is in America. I’ve ridden in colectivos, the shared vans that serve as the backbone of transportation for many families. I’ve seen children climb onto the backs of motorcycles driven by parents or hired riders. In river communities, I’ve watched entire groups of students load into wooden boats at daybreak, drifting along waterways to reach schools that are otherwise inaccessible.

One of the most striking sights I’ve encountered in isolated Andean regions is students traveling to school on horseback or mule-back. For them, it is entirely normal—simply the most reliable way to traverse rugged mountain trails that no motorized vehicle could safely navigate. To an American child, that might sound like something out of a storybook. But in these communities, it is simply life.

These different methods bring different safety challenges. In the U.S., we worry about motorists illegally passing stopped school buses, maintaining aging fleets, rolling out electric buses, securing qualified drivers, and ensuring that our transportation teams are supported and properly trained. The hazards we face largely come from human behavior and modern roadway issues.

In Colombia, the risks can be far more varied and unpredictable. I’ve seen narrow mountain roads so tight that one wrong turn would send a vehicle over a steep drop-off. I’ve seen roads washed out by landslides during the rainy season—forcing communities to carve temporary alternative routes or walk long distances. Some rural roads never see maintenance at all. In certain areas, the presence of criminal or terrorist groups adds an entirely different dimension of risk that American school transportation rarely encounters. Despite these challenges, Colombian communities continue to show remarkable resilience and ingenuity. Many rural drivers have an almost intuitive understanding of the landscape, knowing which curves are the most dangerous, which areas flood quickly, and where rocks tend to fall after a storm.

What stands out the most to me in Colombia is the power of community. I’ve seen neighbors without children pitch in money to keep an old community van running so other people’s children don’t have to trek miles through dangerous terrain. I’ve watched drivers show immense pride in their role because they know they are providing children with opportunities that could shape their futures. I’ve seen parents walk hand-in-hand with their kids along muddy roads, ensuring they reach the main path where they can catch a ride. In indigenous communities, I’ve witnessed elders accompany groups of children through forest paths—viewing education as a shared responsibility rather than an individual task.

Back in the U.S., that same commitment exists, but it takes a different form. Our strength lies in structure—transportation departments with budgets, routing software, regulations, and formalized training programs. Drivers form long-term bonds with students. Administrators work behind the scenes to ensure compliance and safety. School boards debate funding for improvements because they recognize that transportation is not just a logistical service—it’s a vital part of education.

Related: What Differs Between Pupil Transportation in the U.S. and the U.K.?
Related: Report: Inequities in Canadian Electric School Bus Transition Threaten At-risk Populations
Related: Routes Around the World: Quarterly Quotes From Anson Stewart

As I compare school buses in the U.S. and Columbia, I keep coming back to the fact that the vehicles may look different, the roads may be different, and the challenges may come in different forms, but the heart behind the work is the same. Whether a child is riding a chiva in the mountains, a wooden boat in the Amazon basin, a motorcycle through a rural town, or a yellow school bus in Texas, the journey to school symbolizes hope, opportunity, and the shared belief that education matters.

Next month, I’ll continue exploring pupil transportation across the globe as we examine Germany. Every country I visit teaches me something new—not just about transportation, but about culture, community, and the universal commitment to keeping children safe as they pursue their futures.

Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. Reach him directly at BretBrooks@GrayRamTacticalTraining.com.

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