While routing and infrastructure shape fuel use at a macro level, vehicle idling represents one of the most immediate and controllable sources of waste.

Most districts have idling policies that meet or exceed state requirements, with exceptions for extreme weather. Historically, however, enforcement has been inconsistent due to a lack of data.

Telematics has changed that. School districts can now track idling time by vehicle, route, and driver, making it possible to identify patterns and enforce policies more effectively.

Data-driven approaches to idling typically combine policy enforcement with education and route optimization. Rather than treating idling as a disciplinary issue, district leaders use data to identify root causes and adjust operations accordingly.

“Idling is the clearest example of a problem that was previously invisible and is now entirely measurable,” said Craig Berndt, Geotab business segment manager of people transportation. “Most districts have an idling policy. Very few, until recently, had any way to know whether it was being followed.”

Berndt noted the emerging standard across many of the school districts with which Geotab works is a two- to five-minute engine-on idle limit. It can be longer in extreme weather conditions.

“Some states have regulatory requirements that align with this,” he said. “But the policy itself only has value if it’s enforced, and enforcement requires data.”

Complicating matters is H.R. 9317, which was introduced to Congress in June. Known as the BUSES Act, short for Buses Utilizing Safety and Environmental Standards, it would amend the Clean Air Act to prohibit state and local governments from enforcing engine idling restrictions on over the road buses and school buses if the engine idles for less than 15 minutes. It would also ban lawsuits filed against school bus owners or operators for alleged idling violations. The House Energy and Commerce Committee advanced the BUSES Act on Wednesday.

Still, Berndt noted telematics enables automatic idling alerts: A notification to a supervisor when a bus has been idling beyond the threshold, with location, driver and duration.

“This shifts enforcement from reactive, a complaint from a principal about exhaust near the front entrance, to proactive. And it creates an accountability loop that changes behavior over time,” he said. “Drivers who know their idle time is visible tend to idle less, not because of punitive pressure but because the visibility makes the issue concrete rather than abstract.”

Berndt noted the cost case is straightforward: A diesel school bus burns approximately 0.8 gallons per hour at idle.

“For a 100-bus fleet idling an average of 30 excess minutes per day, that’s 40 gallons per day in waste, $80 to $120 at current prices every operating day of the year,” he said. “With telematics-driven enforcement, districts routinely cut excess idle time by 30 to 50 percent.”

Beyond fuel, the idling conversation matters for public perception in ways that are becoming more acute, noted Berndt.

“School communities are increasingly attentive to emissions around buildings and bus queues, and districts that can demonstrate they’re actively managing and measuring this are in a much better position when parents or advocacy groups raise the issue,” he said.

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Related: State School Bus Idling Rules & Regulations
Related: Green Bus Resources
Related: Data, Routing Analytics for Fuel Efficiency

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St. Louis (Missouri) Public Schools supports school bus and vehicle contractor Zum’s idling policy, and Zum’s engine‑on/engine‑off data helps them enforce it, said Transportation Director Kacy L. Davis.

While Zum does not publicly state its idling policy, the company limits unnecessary school bus idling and trains drivers to minimize idle time by using routing technology to reduce waiting and fuel consumption. Meanwhile, The Missouri Department of Natural Resources encourages school districts to adopt anti-idling policies for school buses. Several counties including St. Louis and the Kansas City Ozone Maintenance Area restrict bus idling to 15 minutes in any 60-minute period to maintain passenger comfort.

“Reducing idling lowers fuel costs, improves air quality around schools and reduces engine wear,” he added. “Together, these tools give us a clear picture of how routing decisions affect fuel use, maintenance, and overall operational efficiency.”

SLPS also is preparing to launch a 30‑bus electric fleet in the 2027–2028 school year through the EPA Clean School Bus Program as part of the district’s broader Future Ready initiative to modernize operations and improve the student transportation experience.

The post Updated: Vehicle Idling Reduction Requires Data-Centric Approach appeared first on School Transportation News.

Even the most carefully designed route can diverge from reality once a school bus hits the road. That gap between planned and actual routing is one of the most underrecognized sources of inefficiency in school transportation. IT is also where data analytics come into play.

Craig Berndt, Geotab business segment manager of people transportation, noted GPS and post-route analysis, close this loop.

“When a transportation department can pull a daily report comparing planned mileage against odometer-confirmed actual mileage by route, by driver, and by day, they have a feedback mechanism that simply didn’t exist before telematics,” he said. “The goal isn’t to penalize drivers for deviations. Most deviations have legitimate causes. The goal is to make the routing software reflect reality, so the plan you’re managing against is accurate.”

Berndt noted that the most effective departments he works with treat this as a continuous process rather than an annual audit.

“They review variance reports weekly, push corrections back to the routing software monthly and build a culture where drivers report deviations because they know the data is used to improve routes, not to discipline them,” he said.

Ron Johnson, director of support operations for Indian Prairie School District #204 in Aurora, Illinois, noted his district’s use of Onscreen GPS software to review when and why drivers deviate from the planned route path.

“If a driver consistently takes an alternate path because it is safer or faster, the planned route path is updated,” he said. “If the deviation is inefficient, targeted driver coaching can correct it. This continuous feedback loop ensures that mileage reduction is achieved without compromising student safety or service reliability.”

Comparing planned versus actual routing allows the district to ensure that the actual route is as efficient as possible, said Jason Hibbard, supervisor of transportation for the Chenango Valley Central School District in Binghamton, New York.

“We regularly analyze our routes to minimize the amount of students having to cross the road at a stop,” he added. “We have adjusted stops when we find hazardous conditions, be it excessive cars passing through the reds, blind corners or just excessive traffic.”

Rich Casto, transportation supervisor for Jackson County Schools in West Virginia, noted analytics are helpful in viewing a planned route versus the actual route and accounting for unnecessary mileage.

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Related: Data & Routing Analytics for Fuel Efficiency
Related: Routing Analytics Matter for Fuel Efficiency, Experts Agree
Related: School Districts Look for Innovative Approaches to Recruiting and Training
Related: Watch: Michigan Association Releases Lomas Brown PSA for Back to School

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“Occasionally, there will be a situation where sometimes the analytics will have a route laid out that may or may not be possible for a larger vehicle,” Casto explained. “There are a lot of factors involved. Road conditions and clearance issues play in the equation. Sometimes not every produced path is a viable path for a bus.”

There is often a distinct gap between a route designed in a software environment and how it plays out in real life, noted Kathy Calkins, North Clackamas (Oregon) School District transportation director.

“Common disruptions include unexpected road construction, driver workarounds, shifting student addresses, and substitute drivers navigating unfamiliar areas,” she said. “To bridge this gap, we rely on a combination of GPS tracking, telematics and post-route analysis. Good communication from our community partners regarding construction before it starts, so that we can identify exactly where drivers are forced to detour. This allows our routers to update routes well in advance, without compromising student safety or service levels.”

The post Planned Versus Actual Routes and the Impact on Unnecessary Mileage appeared first on School Transportation News.

School transportation operations are increasingly turning to routing data, GPS, telematics, maintenance records and analytics tools to reduce fuel use, unnecessary mileage and related operating costs.

Transfinder recently announced that transportation leaders in 30 states cited operational challenges limiting route optimization in the software and hardware through the company’s School Bus Routing Efficiency Poll, with fuel costs being one pain point. The company noted California’s diesel per gallon prices in late May soared nearly 66 percent since April 2025 compared to 26 percent for gasoline, with one district turning to Transfinder routing software to help ensure logistically efficient routes.

“A route is never just a line on a map; it is a financial equation that directly impacts a district’s bottom line,” noted Ron Johnson, director of support operations for Indian Prairie School District #204 in Aurora, Illinois.

“As school districts nationwide grapple with tightening capital budgets, driver shortages and ambitious environmental goals, transportation directors are being asked to do more with less.”

True operational efficiency requires moving beyond reactive management, Johnson said, adding that transportation departments can transform themselves into data-driven strategic assets by leveraging advanced routing analytics, enforcing smart idling policies and optimizing fuel procurement.

Indian Prairie uses Tyler Technologies Versatrans
Routing and Planning with Tyler Drive tablets to analyze its routing practices and ensure reductions in fuel use and vehicle wear. “We positioned our dispatch centers and vehicle garage locations to reduce excessive deadhead miles,” he said. “Miles driven without students on board generate zero operational value while burning fuel and wearing down vehicles.”

The district has ongoing efforts to review outdated routes and changing ridership numbers. “A few years ago, we re-did our school boundaries, significantly reducing the miles driven,” Johnson said. “We also incorporated a practice to reduce idling and multiple stops in the same area. Left-hand turns against heavy traffic, stops placed too close together, routing through highly congested bottlenecks increase idle times, or slow average transit speeds and drives up fuel burn.”

Fuel efficiency in school transportation is fundamentally a systems problem, not just a driver behavior problem, said Craig Berndt, Geotab business segment manager for people transportation.

“A bus burning excess fuel is often a symptom of a route that was designed years ago against student populations and road networks that no longer exist,” he said, adding routing analytics make inefficiencies visible. By overlaying GPS tracking data against planned routes with Geotab’s routing partners, Berndt said patterns emerge quickly such as routes that consistently run 15 percent longer than planned, corridors where two routes shadow each other, and deadhead miles accumulating because a terminal is poorly positioned relative to the first pickup.

Districts taking a data-driven approach to routing optimization typically find 8- to 12-percent mileage reductions in the first year of active management, he noted.

“If you are not focused on efficiency, your routing can quickly overlap and become inefficient,” added Jason Hibbard, supervisor of transportation for the Chenango
Valley Central School District in Binghamton, New York.

“We focus on deadhead mileage. We are servicing multiple out-of-district locations. We constantly adjust routes to limit the time students are missing class time due to transportation and bell schedule conflicts.”

District data shows areas where a diesel bus could be run instead of gasoline to mitigate excessive brake use with the gas buses not having a supplemental exhaust brake, Hibbard said.

Meanwhile, Kathy Calkins, transportation director for North Clackamas School District in Oregon, said the district is using routing analytics to consolidate paths, eliminate excessive deadhead miles and ensure high bus capacity utilization.

Rich Casto, transportation supervisor at Jackson County Schools in West Virginia, agreed. He shared that analytics are playing a strong role in creating shorter,
better and smoother routes.

“When you’re looking at the ability to possibly combine a route without having that eagle’s eye view of mapping and routing with analytics, you really wouldn’t be able to see that without a lot of extra work,” he added.

Kacy L. Davis, Sr., the transportation director at St. Louis Public Schools in Missouri noted routing analytics are central to fuel efficiency “because every mile and every stop has a cost.” St. Louis provides student transportation through a partnership with Zum Services, using realtime GPS, telematics and routing analytics to reduce fuel use, improve route efficiency and enhance service reliability.

“This helps us eliminate outdated stops, reduce deadhead miles, tighten belltime coordination, and remove duplicated service areas which directly lowering fuel use
and operating costs,” said Davis.

Planned Versus Actual Routes
The gap between a planned route and the route a driver actually runs is one of the most underappreciated sources of cost in school transportation, noted Berndt.

Indian Prairie’s Johnson said a route may look flawless on a computer screen, but the divergence between the planned route and the actual path driven stems from
real-world variables.

“Construction zones, localized traffic, substitute drivers relying on historical workarounds, or dynamic student factors like missed stops all create a variance gap,” he said.

Johnson said his Onscreen GPS software allows his staff to review reports for when drivers deviate from the planned route path. Necessary adjustments can be made. St. Louis’ Davis said, “Zum’s platform shows us where buses deviate from planned routes due to construction, traffic, substitute drivers or outdated maps. When we see consistent patterns, we adjust routes, update turn-by-turn directions, and Zum coaches the drivers. This reduces unnecessary mileage without compromising safety.”

Hibbard in New York noted his district’s drivers are the ones on the road everyday. “We can sit in an office and use the best software available. However, when the driver hits the road, the route will not be perfect,” he said. “It takes constant work between the router and the driver to ensure the route is efficient. We use GPS regularly to ensure the driver is following the planned route to the best of their ability.”

West Virginia’s Casto noted it’s crucial to work with the vendors when changes and adjustments are needed. His district utilizes Zonar Systems. “For the most part, routes are routes. You have students and children in locations that you have to travel,” Casto said.

“But you can start to look at where you can combine the stops. Maybe you have another bus or an asset in an area that is a shorter distance to move those students over onto. “We’re in a rural area where you travel out further and deeper,” he continued. “Not all routes are interconnected through other side roads, so sometimes that’s not possible. But when you start to get into the more populated areas, then that’s where that plays in.”

Potholes in the Process
Road conditions also play a major role in fuel burning and maintenance cycles. “Zum’s telematics help us identify rough roads, steep grades and high stop-and-go
corridors that accelerate tire wear, brake cycles and suspension repairs,” Missouri’s Davis said. “Understanding these patterns allows us to reroute buses or collaborate with the city on infrastructure concerns.”

Road infrastructure and its impact on vehicle wear and tear is an area where telematics data can change how districts think about route assignments entirely,
Berndt at Geotab noted. Addressing road infrastructure and vehicle wear, Casto noted his district has examined that against the backdrop of being a rural school system.

“We travel a lot of back roads and secondary roads, so you have to take into consideration road conditions are not going to be what they would be in the inner-city area,” he said. “The biggest benefit of having that analytic option is to look at the route from a bird’s eye view and be able to see that there might a road that’s a little bit better and wouldn’t be as far for the parents to have to come if we have to move a route to stay on a better road.”

Hibbard said it is a daily focus of his staff to consider hills and brake usage, fuel efficiency, or just adjusting the route based on construction and/or traffic.

“When designing routes, we do our best to avoid certain problematic roads,” noted Calkins in Oregon. “However, student safety sometimes makes that unavoidable. To manage this, all buses undergo a comprehensive annual inspection, during which every component is thoroughly checked and maintained. This annual review is crucial, as it allows us to clearly evaluate the specific type of wear and tear each vehicle has experienced over the year.”

Understanding Idling Policies
Meanwhile, idling has a major compounding impact on fuel budgets, tailpipe emissions and public perception, especially when buses are queued near school zones and residential neighborhoods, noted Calkins.

“We address this through clear, enforced anti-idling policies [that are] communicated directly to our drivers during professional development and training,” she said.

“To uphold these standards, with our new tablets, we will utilize automated telematics system alerts. If a bus idles beyond a designated time threshold, notifications will be logged, allowing supervisors to review the data, follow up with the driver and ensure compliance. This strictly limits unnecessary fuel waste and protects air quality around our campuses.”

Chenango Valley Central School District follows New York state policy on not idling on school grounds unless it is excessively cold, Hibbard said.

Jackson County Schools has a 15-minute idling policy. “It’s not a real strict policy, but what having that available, is a conversation that you can have with the driver to point out here’s a place that we can make an improvement, here’s what that
over-idling costs the county in fuel costs. When you start putting those numbers on paper, you can sit down with a driver and look at that. It really hits home,” Casto said.

Vehicle idling is a compounding, costly and avoidable source of waste in school transportation, said Johnson, adding a typical school bus can burn up to a gallon of
fuel per hour while idling.

“Under Illinois statute, diesel school buses are generally restricted from idling for more than 10 minutes with a 15-minute exemption for passenger comfort,” Johnson said. “While running a bus for 15 minutes so a driver can sit in an air-conditioned cabin is a textbook violation, running that same bus to safely operate a wheelchair lift or to maintain a climate-controlled cabin for a student with severe thermoregulatory issues or a seizure disorder is a legally protected necessity.”

By using the district’s routing software to tag specific medical-necessity routes, the transportation department can filter out these legally exempt events from
its telematics reports, ensuring that driver coaching remains focused on actual waste rather than penalizing life-safety protocols, Johnson noted.

While routing analytics and idle reduction limit the physical volume of fuel burned, transportation directors must also optimize how that fuel is purchased, said Johnson.

“Transitioning from standard credit cards to a specialized government fleet fuel management program such as the WEX fuel card is a critical step in modernizing financial operations,” he added, noting additional benefits such as automating tax exemptions, capturing volume-based rebates, and providing security by utilizing driver PINS and odometer prompts.

Editor’s Note: As reprinted from the August 2026 issue of School Transportation News.

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Related: Routing Analytics Matter for Fuel Efficiency, Experts Agree
Related: Fuel Choice, Budgets & Fresh Ideas
Related: Alternative to Fueling Discomfort
Related: (STN Podcast E308) Past & Future: Fuel Volatility, 10 Years of School Transportation Trends

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Three states this year became the first ones to enact laws restricting companies from using personal data such as browsing history or shopping habits to set individualized prices on goods and services, a practice known as surveillance pricing.

The laws in Connecticut, Maryland and New Jersey take different approaches to which retailers and products they cover, the discount exceptions they allow and how violations are enforced. 

Lawmakers in at least 11 states considered similar bills this year, but often faced opposition from business groups that say some of the legislation is overly broad.

Maryland’s new law, which was the first in the country and takes effect Oct. 1, applies to grocery stores of at least 15,000 square feet and third-party food delivery services. Under the law, these businesses are prohibited from using personal data to set a price for a specific shopper for most groceries. It does, however, allow loyalty programs, subscription prices and differences based on supply, location or operating costs. Businesses also have 45 days to correct a violation before the state can bring an enforcement action. 

New Jersey’s new law, signed by Democratic Gov. Mikie Sherrill in July, prohibits retailers from using personal data to set individualized prices for groceries and placed a one-year moratorium on the installation of new electronic shelf labels while the state studies their effects. Retailers with these shelf labels already installed can continue to use them and maintain them. 

“New Jersey families are already feeling the pressure of higher costs,” Sherrill said in a statement. “The last thing they need is companies secretly using their personal data to charge them more than someone else for the exact same product.”

Connecticut’s law, signed by Democratic Gov. Ned Lamont in June, broadly prohibits retailers and third-party delivery services from using surveillance pricing. It includes exceptions for discounts and certain price differences unrelated to a shopper’s personal data. 

Consumer advocates say surveillance pricing is difficult to detect because shoppers generally cannot see what another customer is being charged. Retail and technology groups have argued that overly broad restrictions could interfere with discounts and rewards programs and be expensive for businesses to comply.

Stateline reporter Robbie Sequeira can be reached at rsequeira@stateline.org. 

Homeland Security Secretary Markwayne Mullin threatened on Friday to prosecute election officials in states that don’t “participate in securing the elections” ahead of the November midterms. 

Election officials who do not comply with administration directives to enhance security of voting machines and to share voter data with the federal government through the powerful Systematic Alien Verification for Entitlements computer program would be subject to fines and even prison time, he said.

“If the states that choose not to participate with the SAVE program and they choose not to participate in securing the elections, we will make sure that we make those states a priority to look at who voted in their states, and hold the election officials accountable,” Mullin said during a press conference. 

The Trump administration will make it mandatory for states to undergo security enhancements of their voter machines and withhold grants or reimbursements to any states that do not, he said.

The mandate was necessary, he said, because foreign adversaries produce parts that are vital pieces in U.S. voting machines, and can “change voter registration and your vote.”

“The machines have to be secured and your voter registration list needs to be scrubbed,” he said, summarizing the department’s message to state officials. “Our machines are vulnerable. There are steps that can be made right now that can secure those.”

Earlier Friday, Mullin sent a letter to the secretaries of state of four states the department reviewed — Nevada, California, New Jersey and Pennsylvania — to warn them of the “tens of thousands of non-citizens who are illegally on the states’ voter rolls.”

Leaders from those states immediately pushed back against Mullin and President Donald Trump’s claims. 

It is unclear what authority Mullin would use to investigate state election administration. The U.S. Constitution empowers states to run elections.

But it is clear the Trump administration considers election security a top priority in the leadup to the midterms.

Mullin’s remarks followed President Donald Trump’s address to the nation Thursday evening in which he declared that the U.S. election systems are vulnerable to foreign cyberattacks and nations such as China and Iran have sought to influence the outcome of past elections, including in 2018 and 2020. 

Noncitizen voting

Trump has long focused on voting by noncitizens, which is rare. 

Mullin on Friday said the Homeland Security Department reviewed voter rolls in a handful of states and discovered more than 250,000 noncitizens who were registered to vote. 

The federal government will make it a priority to “look at who voted in their states” and hold their election officials accountable, Mullin said. 

The federal government will go through the records “one by one,” he said at the press conference, and pursue maximum charges for anyone found to have voted illegally, which includes up to five years in prison and $250,000 in fines. 

SAVE in court

The SAVE program allows local jurisdictions to determine someone’s immigration status for purposes such as applying for government jobs, benefits and driver’s licenses. 

The administration wants states to use the powerful computer system to check the citizenship of people on voter rolls and is battling in court to restore that use of the program after a federal court ruled in June the expansion was unlawful.

Mullin blamed the program’s pause on “activist judges” who don’t want secure elections. 

The SAVE program is distinct from, but shares its acronym with, the SAVE America Act, a bill that proposes to restrict voter access by adding requirements to register and cast ballots, including photo IDs. The bill is stalled in the U.S. Senate and does not include funding for election security infrastructure. 

Democratic officials cry foul

In Mullin’s letter to Nevada Secretary of State Francisco Aguilar, which was shared with States Newsroom, Mullin shared “concerning results” of a preliminary review of Nevada’s voter registration data showing there were as many as 15,903 noncitizens registered to vote. 

“I hope that you share in the commitment to ensure that only U.S. citizens participate in our federal elections,” Mullin wrote. “Allowing just one non-citizen to vote cancels the vote of one U.S. citizen.” 

Mullin said his team would help support the state to “take steps to protect Nevada voters and ensure that ineligible voters will not impact upcoming federal elections.”

Aguilar, a Democrat, told States Newsroom in a statement Friday that the department’s estimate is “wildly speculative at best.” The department “hasn’t shared anything that backs it up,” he added.

Aguilar said there are multiple safeguards in place to prevent noncitizens or any other ineligible voters from casting a ballot, and that Nevada runs “some of the safest, most secure and accessible elections in the country.”

“The Administration lacks a fundamental understanding of how elections work,” Aguilar wrote. “They just want to cause chaos and doubt ahead of the midterms.” 

In a statement Friday afternoon, Pennsylvania Secretary of the Commonwealth Al Schmidt, a Republican, said all evidence shows that noncitizen voting is “extremely rare across the country, including in Pennsylvania.” 

Every resident must take multiple steps to verify their identity before they cast a ballot or register to vote, he said. 

“While the Department has made clear that we cannot share Pennsylvanians’ private, personal information, we will review any information provided by DHS so that we can evaluate the validity of these claims,” Schmidt said. 

California under fire

California has repeatedly come under fire from Trump regarding its elections. In his speech Thursday evening, he cast doubt on the integrity of the state’s recent Los Angeles mayoral and gubernatorial races. 

Secretary of State Shirley Weber described the claims as fallacious and unsubstantiated. 

“Non-citizen voting remains exceedingly rare,” she said. “In California, election officials work every day to maintain accurate voter rolls and ensure that only eligible voters are registered.”

She said her team will carefully review Mullin’s letter to assess the methodology for its claims, and “welcome legitimate best practices that comply with state and federal law while protecting Californians’ personal information.” 

“However, the information provided during the President’s remarks and on the White House website, do not inspire any level of confidence in the methodology used or the conclusions reached,” she added. “If the President is truly committed to election integrity, he must stop undermining confidence in our democracy, making it harder for eligible Americans to vote, and attempting to seize authority that the Constitution clearly reserves for the states.”

Buying a new school bus fuel or energy type is no small decision for student transportation operators. Dive into this month’s issue to learn more about what factors are involved in clean fuel purchasing decisions, how to implement the kind of technology that school bus drivers actually want and need, understanding how to convert data into actionable insights and how to plan the perfect technology rollout.

Also find the latest conference news, including a recap of ACT Expo and a preview of the upcoming STN EXPO West conference, this July in Reno, Nevada.

Read the full June 2026 issue.

Cover Story

How Clean is Clean Enough?
Experts say it’s important to all weigh all factors when purchasing a new school bus fuel or energy type.

Features

Full Potential
Implementing technology solutions that drivers want and know how to use could be the secret sauce to keeping them behind the wheel.

Tackling the Data Challenge
The promise of compiled data is most beneficial when transportation leaders understand what the information means to their operations.

Special Reports

Planning the Perfect Rollout: Secrets for Successful Software, Hardware Upgrades
Choosing the timeframe for when to implement a new hardware or software project is just as important as choosing the provider.

Conversations
ACT Expo Recap
Ad Index

Editor’s Take by Ryan Gray
Alternative to Fueling Discomfort

Publisher’s Corner by Tony Corpin
Bus Tech, Energy Take Center Stage

The post June 2026 appeared first on School Transportation News.

Despite regional variability in climate, electricity sources, congestion, and the wide variation in individual driving patterns, electric vehicles generate less greenhouse gas emissions and do not cost more than comparable gas-powered vehicles for drivers and vehicle fleet owners in most parts of the United States, according to a new study by MIT researchers.

The team’s approach captures many key factors that contribute to regional and individual differences in the life-cycle emissions and ownership cost of electric vehicles, including meteorological data, the distance and duration of trips, and fuel prices.

To paint a fuller picture of emissions and costs than was previously available, the researchers sourced data from thousands of U.S. zip codes and drilled down to the level of individual drivers within those locations. Their study considers time-averaged fuel prices so as not to be overly influenced by fluctuations in prices at any one point in time. They finalized their analysis at the end of 2024 and early 2025.

Their results indicate that a person’s driving behaviors can matter as much as regional factors like the local electricity mix when it comes to the emissions savings of an electric vehicle, compared to a similar gas-powered vehicle. In most locations, a battery-electric vehicle reduces emissions between 40 and 60 percent, with larger impacts in urban areas. 

They also found that colder climates do not reduce overall emission benefits as much as some media reports assume.

The researchers utilized this detailed analysis to update a public tool they previously developed, carboncounter.com, which enables individuals to compare the life-cycle emissions and total ownership costs of nearly any car on the market. A new version of carboncounter.com is also being released today.

“There are a lot of statements being thrown around, like that electric vehicles don’t reduce emissions very much in cool climates, and we wanted to analyze these factors systematically and evaluate these statements against one another simultaneously. Rather than simply asking, ‘Are EVs better?’, this paper helps answer ‘better for whom, and under what conditions?’” says Marco Miotti PhD ’20, a senior researcher at ETH Zurich who completed this research while a graduate student in the Institute for Data, Systems, and Society (IDSS) at MIT. 

He is joined on the paper by senior author Jessika Trancik, a professor in IDSS. The research appears today in Environmental Research Letters.

A holistic approach

Many prior studies that compare emissions and costs of electric vehicles (EVs) to combustion-engine vehicles cover a few factors, like the amount of renewable energy in the grid and how gas prices impact affordability, Miotti says.

“To our knowledge, there have been few efforts so far that bring all these factors together. But if someone wants to buy a car and have a better understanding of the factors that affect emissions and costs, this holistic approach is important,” he adds.

The researchers focused on two types of EVs: battery-electric vehicles, which only operate on electricity, and plug-in hybrid electric vehicles, which also have a combustion engine that works in tandem with the battery to optimize fuel savings.

The team expanded and improved a set of previously developed vehicle cost and emissions models to incorporate a wider variety of factors and data types.

For instance, they refined an existing model that estimates energy use and gas mileage so it could capture more nuances of local climate variability. 

“But the real effort was not just in extending these different models, but in bringing together all these different data and making them work with the models in a consistent manner,” Miotti says.

The team sourced data on a wide variety of factors for each U.S. zip code, such as typical drive cycles, the amount of traffic, local gas and electricity prices, makeup of the regional electricity mix, meteorological profiles, and more. They used statistical approaches to amalgamate different types of data. 

For example, the team used a probabilistic matching technique to combine data on how often people drive, which was drawn from nationwide travel surveys, with more detailed GPS data that includes factors like drivers’ acceleration patterns and the distance they usually drive on each day of the week.

The researchers designed their analysis to focus on the spatial picture of emissions and costs, based on U.S. zip codes, while simultaneously considering the impact of the size and features of each specific vehicle model.

“At the end of the day, it’s the vehicle and fleet owners who make decisions about vehicle purchases. So, we wanted to make sure to consider their wide-ranging individual perspectives rather than simply performing a region-by-region comparison,” says Trancik.

Lower emissions, comparable costs

In the end, their modeling framework revealed that all factors they analyzed matter about equally in determining emissions-reduction potential of EVs compared to internal combustion vehicles. 

EVs reduce emissions the most in areas with a cleaner electricity mix, denser traffic, higher annual travel distances, and a mild climate, in decreasing order of importance. In each area, emission reductions increase for drivers who drive more often, drive larger vehicles, and are more frequently stuck in traffic. 

In a colder area like North Dakota, fuel economy of battery-electric vehicles might be reduced by as much as 50 percent on a particularly frigid night, but the effect on annual emission benefits is minimal. 

“We even did a sensitivity study to see if the range is reduced in very cold climates, and we found that, even in the most unfavorable conditions, EVs still reduce emissions by a substantial amount,” Miotti says.

On the cost side, the models show that, in most places across the U.S., EVs are competitive with comparable combustion-engine vehicles in terms of lifetime ownership cost, even without clean vehicle tax credits. And in areas where electricity is relatively affordable, battery-electric vehicles tend to cost less than their plug-in hybrid or combustion-engine counterparts.

In the future, the researchers want to expand this analysis to include a temporal dimension, so the framework also considers how changes in vehicle, fuel, and electricity prices affect emissions and costs over time. 

“While we found that the electricity mix is a big driver of the spatial variation in emissions savings of EVs, the electricity grid is decarbonizing everywhere. As that happens, emissions savings across space will become more homogenous for EVs, but the differences across one driver to another will remain,” Miotti says.

They could also use the framework to explore regions outside the United States or incorporate data on hybrid-electric vehicles that cannot be plugged in.

This work was funded, in part, by the MIT Martin Family Society of Fellows for Sustainability.

© Credit: iStock

REDWOOD CITY, Calif., – The Women Presidents Organization (WPO) has named Zūm to its list of the 2026 50 Fastest Growing Women-Owned/Led Companies, supported by J.P. Morgan Commercial Banking.

Zum ranks No. 4 on this year’s list, which highlights the impressive scale, growth, and impact of women-owned or led enterprises around the world. To be eligible, all companies must be privately held, women-owned or led, and must have reached annual revenues of at least $500,000 in each of the last five years.

“Zum is proud to be modernizing mobility systems in more than 4,500 schools nationwide through Zum CMX, a fully integrated system designed to eliminate the anxiety, uncertainty, and lack of visibility that have plagued student transportation for decades,” said Ritu Narayan, Founder and CEO of Zum. “We are honored to be recognized on this prestigious list of the 2026 50 Fastest Growing Women-Owned/Led Companies, and appreciate all of our team, customers, investors and partners who support our mission.”

“The women leading the 50 Fastest Growing Women-Owned/Led Companies are not only scaling successful businesses, they are navigating change, seizing opportunity, and setting the pace within their industries,” said Camille Burns, CEO of the Women Presidents Organization. “Their collective impact reflects the growing influence of women at the highest levels of business. These companies are redefining what scalable leadership looks like today.”Companies on the 2026 list represent a wide array of industries, including travel and hospitality, digital marketing, manufacturing, consumer packaged goods, human capital solutions, information technology and more. Combined, the 2026 50 Fastest generated $8.5 billion in revenue and employed more than 23,000 people in 2025 alone.

Zum’s technology-led and data-driven approach improves transparency, communication, and efficiency while delivering a safer, more reliable experience for students and families. The company recently announced a $100 million strategic investment from TPG, bringing its total funding to $430 million and valuing Zum at $1.7 billion.

Adopted in 17 states, Zum delivers its unified system across more than 4,500 schools, including Omaha Public Schools, Boston Public Schools, Kansas City Public Schools, Los Angeles Unified, and San Francisco Unified. Zum’s fully integrated Connected Mobility Experience (CMX) system connects people, vehicles, and operations in real time, reducing anxiety and creating reliable, safe and seamless transportation for families and schools.

The 2026 honorees will be formally recognized during the WPO Entrepreneurial Excellence Forum on May 7 in Hollywood, Florida. See the full list of the 2026 50 Fastest Growing Women-Owned/Led Companies at women-presidents.com/news-events/50-fastest.

To learn more about how Zum is leading the nation in safe and reliable student mobility, visit www.ridezum.com.

About Women Presidents Organization (WPO)
The Women Presidents Organization (WPO) is a non-profit membership organization where dynamic and diverse women business leaders around the world tap into collective insight with exclusive access to entrepreneurial equals, innovative ideas, and executive education. WPO members have guided their business to generate at least $2 million USD in gross annual sales (or $1 million USD for a service-based business). Each WPO chapter serves as a professionally-facilitated peer advisory group for members where they can harness the momentum of their successes and cultivate new strategies that will take them even farther. Learn more at women-presidents.com.

About J.P. Morgan Commercial Banking
J.P. Morgan Commercial Banking is a business of JPMorgan Chase & Co. (NYSE: JPM), a leading global financial services firm with assets of $4.4 trillion and operations worldwide. Commercial Banking serves emerging startups to mid-corporate businesses as well as government entities, not-for-profit organizations, and commercial real estate investors, developers and owners. Clients are supported through every stage of growth with specialized industry expertise and tailored financial solutions including digital banking and payments solutions, credit and financing, international banking, advisory services and more. Information about J.P. Morgan Commercial Banking is available at www.jpmorganchase.com/commercial.

About Zum
Zum is revolutionizing mass mobility with its Connected Mobility Experience (Zum CMX) system that connects and coordinates people, vehicles, and operations in real time. In the $50 billion student mobility market – the largest segment of the mass mobility industry – Zum CMX is transforming a daily source of anxiety and disruption into a reliable, transparent, and efficient mobility experience for students and families. Today, more than 4,500 schools rely on Zum CMX. Recognized globally for its innovative approach and operational execution, Zum has been named to Fast Company’s World’s Most Innovative Companies, CNBC Disruptor 50 and Changemakers, the World Economic Forum, and the Financial Times’ Fastest Growing Companies lists. Zum is backed by leading investors including Sequoia Capital, GIC, SoftBank, and TPG. Zum, Zum CMX, and associated logos are trademarks of Zum Services, Inc. All rights reserved. Learn more at www.ridezum.com.

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On May 6, MIT AgeLab’s Advanced Vehicle Technology (AVT) Consortium, part of the MIT Center for Transportation and Logistics, celebrated 10 years of its global academic-industry collaboration. AVT was founded with the aim of developing new data that contribute to automotive manufacturers, suppliers, and insurers’ real-world understanding of how drivers use and respond to increasingly sophisticated vehicle technologies, such as assistive and automated driving, while accelerating the applied insight needed to advance design and development. The celebration event brought together stakeholders from across the industry for a set of keynote addresses and panel discussions on critical topics significant to the industry and its future, including artificial intelligence, automotive technology, collision repair, consumer behavior, sustainability, vehicle safety policy, and global competitiveness.

Bryan Reimer, founder and co-director of the AVT Consortium, opened the event by remarking that over the decade AVT has collected hundreds of terabytes of data, presented and discussed research with its over 25 member organizations, supported members’ strategic and policy initiatives, published select outcomes, and built AVT into a global influencer with tremendous impact in the automotive industry. He noted that current opportunities and challenges for the industry include distracted driving, a lack of consumer trust and concerns around transparency in assistive and automated driving features, and high consumer expectations for vehicle technology, safety, and affordability. How will industry respond? Major players in attendance weighed in.

In a powerful exchange on vehicle safety regulation, John Bozzella, president and CEO of the Alliance for Automotive Innovation, and Mark Rosekind, former chief safety innovation officer of Zoox, former administrator of the National Highway Traffic Safety Administration, and former member of the National Transportation Safety Board, challenged industry and government to adopt a more strategic, data-driven, and collaborative approach to safety. They asserted that regulation must evolve alongside innovation, not lag behind it by decades. Appealing to the automakers in attendance, Bozzella cited the success of voluntary commitments on automatic emergency braking as a model for future progress. “That’s a way to do something important and impactful ahead of regulation.” They advocated for shared data platforms, anonymous reporting, and a common regulatory vision that sets safety baselines while allowing room for experimentation. The 40,000 annual road fatalities demand urgency — what’s needed is a move away from tactical fixes and toward a systemic safety strategy. “Safety delayed is safety denied,” Rosekind stated. “Tell me how you’re going to improve safety. Let’s be explicit.”

Drawing inspiration from aviation’s exemplary safety record, Kathy Abbott, chief scientific and technical advisor for the Federal Aviation Administration, pointed to a culture of rigorous regulation, continuous improvement, and cross-sectoral data sharing. Aviation’s model, built on highly trained personnel and strict predictability standards, contrasts sharply with the fragmented approach in the automotive industry. The keynote emphasized that a foundation of safety culture — one that recognizes that technological ability alone isn’t justification for deployment — must guide the auto industry forward. Just as aviation doesn’t equate absence of failure with success, vehicle safety must be measured holistically and proactively.

With assistive and automated driving top of mind in the industry, Pete Bigelow of Automotive News offered a pragmatic diagnosis. With companies like Ford and Volkswagen stepping back from full autonomy projects like Argo AI, the industry is now focused on Level 2 and 3 technologies, which refer to assisted and automated driving, respectively. Tesla, GM, and Mercedes are experimenting with subscription models for driver assistance systems, yet consumer confusion remains high. JD Power reports that many drivers do not grasp the differences between L2 and L2+, or whether these technologies offer safety or convenience features. Safety benefits have yet to manifest in reduced traffic deaths, which have risen by 20 percent since 2020. The recurring challenge: L3 systems demand that human drivers take over during technical difficulties, despite driver disengagement being their primary benefit, potentially worsening outcomes. Bigelow cited a quote from Bryan Reimer as one of the best he’s received in his career: “Level 3 systems are an engineer’s dream and a plaintiff attorney’s next yacht,” highlighting the legal and design complexity of systems that demand handoffs between machine and human.

In terms of the impact of AI on the automotive industry, Mauricio Muñoz, senior research engineer at AI Sweden, underscored that despite AI’s transformative potential, the automotive industry cannot rely on general AI megatrends to solve domain-specific challenges. While landmark achievements like AlphaFold demonstrate AI’s prowess, automotive applications require domain expertise, data sovereignty, and targeted collaboration. Energy constraints, data firewalls, and the high costs of AI infrastructure all pose limitations, making it critical that companies fund purpose-driven research that can reduce costs and improve implementation fidelity. Muñoz warned that while excitement abounds — with some predicting artificial superintelligence by 2028 — real progress demands organizational alignment and a deep understanding of the automotive context, not just computational power.

Turning the focus to consumers, a collision repair panel drawing Richard Billyeald from Thatcham Research, Hami Ebrahimi from Caliber Collision, and Mike Nelson from Nelson Law explored the unintended consequences of vehicle technology advances: spiraling repair costs, labor shortages, and a lack of repairability standards. Panelists warned that even minor repairs for advanced vehicles now require costly and complex sensor recalibrations — compounded by inconsistent manufacturer guidance and no clear consumer alerts when systems are out of calibration. The panel called for greater standardization, consumer education, and repair-friendly design. As insurance premiums climb and more people forgo insurance claims, the lack of coordination between automakers, regulators, and service providers threatens consumer safety and undermines trust. The group warned that until Level 2 systems function reliably and affordably, moving toward Level 3 autonomy is premature and risky.

While the repair panel emphasized today’s urgent challenges, other speakers looked to the future. Honda’s Ryan Harty, for example, highlighted the company’s aggressive push toward sustainability and safety. Honda aims for zero environmental impact and zero traffic fatalities, with plans to be 100 percent electric by 2040 and to lead in energy storage and clean power integration. The company has developed tools to coach young drivers and is investing in charging infrastructure, grid-aware battery usage, and green hydrogen storage. “What consumers buy in the market dictates what the manufacturers make,” Harty noted, underscoring the importance of aligning product strategy with user demand and environmental responsibility. He stressed that manufacturers can only decarbonize as fast as the industry allows, and emphasized the need to shift from cost-based to life-cycle-based product strategies.

Finally, a panel involving Laura Chace of ITS America, Jon Demerly of Qualcomm, Brad Stertz of Audi/VW Group, and Anant Thaker of Aptiv covered the near-, mid-, and long-term future of vehicle technology. Panelists emphasized that consumer expectations, infrastructure investment, and regulatory modernization must evolve together. Despite record bicycle fatality rates and persistent distracted driving, features like school bus detection and stop sign alerts remain underutilized due to skepticism and cost. Panelists stressed that we must design systems for proactive safety rather than reactive response. The slow integration of digital infrastructure — sensors, edge computing, data analytics — stems not only from technical hurdles, but procurement and policy challenges as well. 

Reimer concluded the event by urging industry leaders to re-center the consumer in all conversations — from affordability to maintenance and repair. With the rising costs of ownership, growing gaps in trust in technology, and misalignment between innovation and consumer value, the future of mobility depends on rebuilding trust and reshaping industry economics. He called for global collaboration, greater standardization, and transparent innovation that consumers can understand and afford. He highlighted that global competitiveness and public safety both hang in the balance. As Reimer noted, “success will come through partnerships” — between industry, academia, and government — that work toward shared investment, cultural change, and a collective willingness to prioritize the public good.

© Photo: Kelly Davidson Studio

Car design is an iterative and proprietary process. Carmakers can spend several years on the design phase for a car, tweaking 3D forms in simulations before building out the most promising designs for physical testing. The details and specs of these tests, including the aerodynamics of a given car design, are typically not made public. Significant advances in performance, such as in fuel efficiency or electric vehicle range, can therefore be slow and siloed from company to company.

MIT engineers say that the search for better car designs can speed up exponentially with the use of generative artificial intelligence tools that can plow through huge amounts of data in seconds and find connections to generate a novel design. While such AI tools exist, the data they would need to learn from have not been available, at least in any sort of accessible, centralized form.

But now, the engineers have made just such a dataset available to the public for the first time. Dubbed DrivAerNet++, the dataset encompasses more than 8,000 car designs, which the engineers generated based on the most common types of cars in the world today. Each design is represented in 3D form and includes information on the car’s aerodynamics — the way air would flow around a given design, based on simulations of fluid dynamics that the group carried out for each design.

Each of the dataset’s 8,000 designs is available in several representations, such as mesh, point cloud, or a simple list of the design’s parameters and dimensions. As such, the dataset can be used by different AI models that are tuned to process data in a particular modality.

DrivAerNet++ is the largest open-source dataset for car aerodynamics that has been developed to date. The engineers envision it being used as an extensive library of realistic car designs, with detailed aerodynamics data that can be used to quickly train any AI model. These models can then just as quickly generate novel designs that could potentially lead to more fuel-efficient cars and electric vehicles with longer range, in a fraction of the time that it takes the automotive industry today.

“This dataset lays the foundation for the next generation of AI applications in engineering, promoting efficient design processes, cutting R&D costs, and driving advancements toward a more sustainable automotive future,” says Mohamed Elrefaie, a mechanical engineering graduate student at MIT.

Elrefaie and his colleagues will present a paper detailing the new dataset, and AI methods that could be applied to it, at the NeurIPS conference in December. His co-authors are Faez Ahmed, assistant professor of mechanical engineering at MIT, along with Angela Dai, associate professor of computer science at the Technical University of Munich, and Florin Marar of BETA CAE Systems.

Filling the data gap

Ahmed leads the Design Computation and Digital Engineering Lab (DeCoDE) at MIT, where his group explores ways in which AI and machine-learning tools can be used to enhance the design of complex engineering systems and products, including car technology.

“Often when designing a car, the forward process is so expensive that manufacturers can only tweak a car a little bit from one version to the next,” Ahmed says. “But if you have larger datasets where you know the performance of each design, now you can train machine-learning models to iterate fast so you are more likely to get a better design.”

And speed, particularly for advancing car technology, is particularly pressing now.

“This is the best time for accelerating car innovations, as automobiles are one of the largest polluters in the world, and the faster we can shave off that contribution, the more we can help the climate,” Elrefaie says.

In looking at the process of new car design, the researchers found that, while there are AI models that could crank through many car designs to generate optimal designs, the car data that is actually available is limited. Some researchers had previously assembled small datasets of simulated car designs, while car manufacturers rarely release the specs of the actual designs they explore, test, and ultimately manufacture.

The team sought to fill the data gap, particularly with respect to a car’s aerodynamics, which plays a key role in setting the range of an electric vehicle, and the fuel efficiency of an internal combustion engine. The challenge, they realized, was in assembling a dataset of thousands of car designs, each of which is physically accurate in their function and form, without the benefit of physically testing and measuring their performance.

To build a dataset of car designs with physically accurate representations of their aerodynamics, the researchers started with several baseline 3D models that were provided by Audi and BMW in 2014. These models represent three major categories of passenger cars: fastback (sedans with a sloped back end), notchback (sedans or coupes with a slight dip in their rear profile) and estateback (such as station wagons with more blunt, flat backs). The baseline models are thought to bridge the gap between simple designs and more complicated proprietary designs, and have been used by other groups as a starting point for exploring new car designs.

Library of cars

In their new study, the team applied a morphing operation to each of the baseline car models. This operation systematically made a slight change to each of 26 parameters in a given car design, such as its length, underbody features, windshield slope, and wheel tread, which it then labeled as a distinct car design, which was then added to the growing dataset. Meanwhile, the team ran an optimization algorithm to ensure that each new design was indeed distinct, and not a copy of an already-generated design. They then translated each 3D design into different modalities, such that a given design can be represented as a mesh, a point cloud, or a list of dimensions and specs.

The researchers also ran complex, computational fluid dynamics simulations to calculate how air would flow around each generated car design. In the end, this effort produced more than 8,000 distinct, physically accurate 3D car forms, encompassing the most common types of passenger cars on the road today.

To produce this comprehensive dataset, the researchers spent over 3 million CPU hours using the MIT SuperCloud, and generated 39 terabytes of data. (For comparison, it’s estimated that the entire printed collection of the Library of Congress would amount to about 10 terabytes of data.)

The engineers say that researchers can now use the dataset to train a particular AI model. For instance, an AI model could be trained on a part of the dataset to learn car configurations that have certain desirable aerodynamics. Within seconds, the model could then generate a new car design with optimized aerodynamics, based on what it has learned from the dataset’s thousands of physically accurate designs.

The researchers say the dataset could also be used for the inverse goal. For instance, after training an AI model on the dataset, designers could feed the model a specific car design and have it quickly estimate the design’s aerodynamics, which can then be used to compute the car’s potential fuel efficiency or electric range — all without carrying out expensive building and testing of a physical car.

“What this dataset allows you to do is train generative AI models to do things in seconds rather than hours,” Ahmed says. “These models can help lower fuel consumption for internal combustion vehicles and increase the range of electric cars — ultimately paving the way for more sustainable, environmentally friendly vehicles.”

“The dataset is very comprehensive and consists of a diverse set of modalities that are valuable to understand both styling and performance,” says Yanxia Zhang, a senior machine learning research scientist at Toyota Research Institute, who was not involved in the study.

This work was supported, in part, by the German Academic Exchange Service and the Department of Mechanical Engineering at MIT.

© Credit: Courtesy of Mohamed Elrefaie