RENO, Nev. — For years, vehicle-to-grid (V2G) technology has been promoted as the next big opportunity for electric school buses. The promise largely has remained unfilled until recently.

Yet school buses transport students in the morning and afternoon, then spend hours parked with large batteries that could support the electric grid, power facilities during outages, or even generate revenue. As utilities seek more flexible energy resources and school districts search for ways to maximize taxpayer investments, V2G offers a glimpse of a future where school buses serve dual roles: transporting students and supporting the electric grid.

But what does V2G look like in practice?

At STN EXPO West conference on Sunday, school transportation and utility leaders shared one of the industry’s most detailed real-world case studies, offering a candid look at the opportunities, challenges and lessons districts should understand before investing in electric school buses and bidirectional charging infrastructure.

The conference session, “Unlocking the Potential of V2G in School Fleets,” brought together representatives from Fremont Unified School District near San Francisco, California, and its utility, Pacific Gas & Electric (PG&E). The two are partnered to deploy one of the state’s most advanced electric school bus energy programs. Their collective message was clear: Vehicle-to-grid technology holds significant promise, but success depends on planning, partnerships and realistic expectations.

Grant Jones, director of consultant Updraft Energy and moderator of the discussion, noted that school buses are frequently cited as one of the strongest use cases for V2G because of their predictable schedules, long dwell times and large battery capacities. As real deployments emerge, fleets can now learn from operational experience rather than theory.

Start With the Utility, Not the Electric School Buses

If there was one takeaway repeated throughout the session, it was the importance of engaging the local utility as early as possible.

“Every yard is going to be different,” said Fremont USD Transportation Director Erny Epley. “There are no two yards alike, and no two power availability from the grid that’s alike.”

He advised school districts to involve utilities before internal enthusiasm builds around electrification goals that may not be feasible given local infrastructure constraints.

PG&E Product Manager Rudy Halbright echoed that advice, stressing that site characteristics can dramatically affect the economics of V2G.

“The more you start planning this long before you even choose the site, ideally, the more options you’re going to have,” he said. “[It’s] always good to talk to the utility really early in your process, even before you have a yard, if you can.”
Location matters. Residential areas with significant evening energy demand may create stronger opportunities for utilities to compensate fleets for exporting power during peak periods. Industrial locations may offer fewer opportunities to generate value through grid services.

V2G Is About More Than Selling Power

Halbright outlined a spectrum of energy-management strategies that school districts can pursue, beginning with simple charging optimization and progressing toward full vehicle-to-grid participation.

Many fleets can achieve savings simply by charging during lower-cost utility periods or implementing smart charging systems that automatically manage charging schedules. More advanced programs can provide demand-response services or export electricity back to the grid when energy is most valuable.

“School buses are a huge opportunity in filling that gap,” Halbright explained, referring to the evening period, when solar generation declines but electricity demand remains high. “These are already paid for. So. it’s a natural.”

Beyond financial returns, V2G also introduces resiliency benefits. Electric school buses could help keep schools operating during outages or provide emergency power for community services.

Fremont’s Biggest Lesson: Nobody Can Do V2G Alone

Fremont USD’s project began almost unexpectedly. Epley recalled receiving a last-minute call about a grant opportunity and deciding to participate without fully understanding the scope of the undertaking.

“I’m glad I did,” he said. “It’s been a long, arduous but very, very rewarding journey.”

Today, Fremont operates 14 electric school buses, including four capable of bidirectional charging, which is required for V2G. The district expects its electric fleet to grow to 22 buses, with 12 eventually able to export power back to the grid.
The district’s experience reinforced the need for broad stakeholder engagement.

“You can’t do this alone,” Epley told attendees. “It’s going to take a massive effort across many organizations.”
His recommendation was to “cast a wide net” by involving transportation staff, facilities personnel, business officials, accounting departments, utilities, project managers and technology providers from the beginning.

He also introduced a memorable phrase for transportation directors navigating these projects: “You’re going to have to be a communication superhero.”

Be Ready for Delays and Complexity

While electric school buses themselves are becoming more familiar to fleets, bidirectional charging introduces additional layers of technical, regulatory and administrative complexity.

“One of the biggest mistakes that I’ve ran across was I had an unrealistic expectation about the implementation process and what that timeline looked like,” Epley shared.

He compared the experience to introducing major routing or telematics software systems. Fleet leaders often focus on the result while underestimating the amount of work required to reach deployment.

“Take small bites,” he advised. “Don’t be afraid to ask questions.”

Halbright offered a similar assessment from the utility perspective. Supply-chain disruptions, regulatory hurdles and evolving standards have slowed projects across California.

“If I could do it all over again, I would spend more time modeling things,” he said. “It’s worth spending that time to make sure this makes sense.”

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Related: Federal Legislation Looks to Promote V2G for Electric School Buses
Related: V2G Findings Announced From New York State Electric School Bus Project
Related: V2G Legislation Looks to School Buses to Help Power Electric Grid

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Understanding the Financial Case of V2G

The economics of V2G remain one of the biggest questions facing school districts.

Fremont estimates its participation could generate roughly $1,000 annually per bus enrolled in V2G programs, though the project remains in its early stages.

Still, speakers cautioned that V2G should not be viewed as a quick revenue source.

Current projects often depend on grants, utility incentives and other funding opportunities to offset infrastructure costs. However, Epley and Halbright both said equipment costs continue to decline, making future deployments more attractive.
Halbright encouraged districts not to wait for perfect conditions.

“Be creative,” he said. “If there is something, grab it.”

Perhaps the most important lesson for transportation leaders is that electric school buses increasingly represent more than vehicles.

“There is no way the best use for a school bus is to sit there parked most of the time if it could do something else,” Halbright said.

Written with the assistance of AI and a session transcript.

The post School Buses as Power Plants? Real-World V2G Journey Offers Roadmap appeared first on School Transportation News.

If you’re a school transportation leader, you’ve likely seen the electric school bus market expand rapidly in the last few years. Federal funding programs, state mandates, manufacturer investments and emerging technologies have accelerated the transition to zero-emission transportation and provided school districts more pathways to electrifying their fleets.

As the market continues to mature, school bus leaders are navigating a changed landscape based on evolving policies, funding programs, and local operational practicalities.

Recent shifts in the market may have altered timelines and funding expectations, but electric school bus adoption is still gaining momentum. Districts across the country are putting electric school buses on the road, manufacturers are expanding their lineups, and states are refining their timelines to meet fleets where they are. As the market matures, the advantage shifts to districts that plan ahead. Thoughtful planning can turn this evolving landscape into an opportunity for fleets, allowing each district to transition on its own terms and in line with operational, budgetary, and infrastructure needs.

Electric School Bus Adoption Delivering Benefits

Nationwide, school districts are deploying electric school buses in their communities and seeing meaningful results. Deployments are demonstrating that electric school buses can effectively support local priorities, deliver cost savings, and unlock funding opportunities, with or without state mandates.

In Virginia, Fairfax County Public Schools has continued advancing solar energy and electric bus deployment despite shifting federal policy conditions as part of ongoing sustainability initiatives. District leaders have cited that they’ve saved $100 million in costs from their sustainability efforts, which can be reinvested back into classrooms and the district. Rural districts are also exploring innovative approaches, like in Oklahoma, where electric school buses were integrated to save money on fuel and maintenance costs. With half of Shawnee Public School’s fleet electrified, they’ve already saved $40,900 on fuel costs alone during the 2024–2025 school year. Meanwhile, on the East Coast, Massachusetts is launching vehicle-to-grid (V2G) programs that will allow parked electric vehicles, including school buses, to provide electricity back to the grid during periods of high demand.

Some fleets are motivated by sustainability goals. Others are focused on reducing fuel costs, improving energy resilience, accessing available grants, or preparing for future regulatory requirements. All of them are moving forward, applying clean transportation technology to get kids from Point A to Point B.

Industry Investment Signals Long-Term Confidence

Alongside growing deployments, manufacturers and technology providers continue investing in electric school bus development. Companies are introducing new products, building out manufacturing capabilities, and developing technologies intended to address operational challenges associated with fleet electrification.

Thomas Built Buses recently introduced Wattson, the company’s first electric Type D school bus, expanding electric offerings for districts seeking larger-capacity vehicles. Micro Bird opened a new manufacturing facility in Plattsburgh, New York, and in 2025, Blue Bird announced its new, American-made battery pack for all electric buses that will improve real-world performance. V2G technologies are also continuing to mature. Pacific Gas & Electric Company, in partnership with The Mobility House and Polara, announced the commissioning of one of California’s most advanced V2G electric school bus fleets, marking a major milestone in clean transportation and grid resilience.

These investments require substantial capital commitments and long-term planning horizons. The continued pace of product development suggests that manufacturers and companies continue to see opportunities and make long-term investments in the electric school bus market.

A Changing Policy Landscape

As electric school bus deployment moves from early adoption toward broader implementation, policymakers are increasingly focused on how to align timelines, funding, infrastructure, and technical assistance with real-world fleet needs. New York extended its requirement for all new school bus purchases to be zero-emission by 2027 to 2032 and extended its full fleet transition by 2035 to 2040, citing concerns raised by school districts and transportation providers regarding infrastructure readiness, vehicle availability, and procurement timelines.

Similarly, Connecticut modified its requirement that all school buses operate on zero-emission or alternative fuels by 2035, instead adjusting long-term targets to require that 90 percent of school buses be zero-emission by 2040. Connecticut lawmakers noted that changes in federal funding and subsidy availability have altered the economics of fleet electrification, creating monetary challenges for school districts attempting to plan major vehicle replacement projects.

Notably, these changes reflect a growing recognition that electric school bus adoption requires realistic timelines, adequate funding, and strategic planning to succeed.

Additionally, at the federal level, the U.S. Environmental Protection Agency’s (EPA’s) Clean School Bus Program is also entering a new phase. Created through the Infrastructure Investment and Jobs Act, the program authorized $5 billion through Fiscal Year 2026 to support the replacement of older school buses with cleaner technologies. It’s become one of the largest sources of funding for school bus replacement projects nationwide and has played a significant role in accelerating electric school bus deployments.

Earlier this year, EPA leadership announced plans to revamp the program. While the program remains authorized and previously awarded grants and rebates stay in place, agency officials have indicated that future funding priorities may expand to include a broader mix of technologies permitted under the statute.

Together, these developments illustrate a broader trend: Policy support for cleaner school transportation continues to exist, while implementation timelines, funding structures, and technology priorities are evolving to reflect real-world deployment experiences and the practical needs of school districts.

Adoption Advances Across the Country

As electric school bus adoption grows, so does the industry’s understanding of what it takes to successfully deploy and operate these technologies at scale. Many of the recent policy changes stem from practical deployment challenges rather than a rejection of cleaner transportation technologies.

For many school bus fleets, purchasing a vehicle is the easy part; charging infrastructure, utility upgrades, facility planning, staff training, and adjustments to maintenance and operational procedures are where challenges may come into play. These elements can take time to implement, particularly for large districts or transportation contractors operating multiple facilities.

As policymakers evaluate adoption timelines, many are recognizing that successful implementation depends on more than setting ambitious targets. The New York and Connecticut examples highlight a growing recognition that fleet transitions occur within broader operational realities. Setting appropriate mandate timelines can provide districts with the time needed to address infrastructure and funding challenges while continuing to evaluate how electric school buses fit into their long-term transportation strategies.

For school transportation leaders, these policy changes underscore the importance of flexibility. Policy timelines may shift, but fleet replacement needs, maintenance requirements, and transportation demands continue regardless of legislative changes.

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Related: Report Highlights Propane and Electric TCO for School Bus
Related: Maryland Pilot Program Aims to Offset Cost of Electric School Buses
Related: EPA Inspector General Flags Oversight Gaps in Clean School Bus Program as Agency Eyes Revamp

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What Policy Changes Mean for School Transportation Leaders

For transportation directors and fleet operators, today’s environment presents an opportunity to strengthen long-term fleet planning. Successful fleet transition planning requires flexibility, and as policies, funding opportunities, and technologies continue to evolve, districts can benefit from creating plans that adapt along with them. Because vehicle replacement cycles often extend over many years, and infrastructure projects require significant coordination, proactive planning remains one of the most effective ways to prepare for future opportunities.

Playing the long game pays dividends. Ongoing fleet transition planning remains one of the best ways to stay prepared for future policy, funding, and technology developments. Districts that maintain current fleet inventories, evaluate route suitability, assess facility needs, and understand potential infrastructure requirements will be better positioned to respond when grants, rebates, or incentive programs become available. Transportation leaders may also consider revisiting fleet transition plans periodically to account for changing conditions. Funding availability, technology performance, utility requirements, and procurement timelines can all evolve over time.

Infrastructure is critical. Regardless of policy changes, charging infrastructure development often requires significant coordination among districts, utilities, contractors, and local agencies. Even districts that are not actively procuring electric buses today can benefit from engaging their utility early to better understand infrastructure requirements, grid capacity considerations, and potential deployment pathways. Establishing these relationships in advance can help districts avoid delays and position them to move quickly when funding, policy, or operational priorities align.

A growing number of states have public planning programs available to school districts that can help them stay at the ready, so they aren’t left behind when policy and funding landscapes shift. Districts are encouraged to take advantage of these resources early in the planning process, even if they have not yet committed to electric school buses. Many of these programs, such as Cal Fleet Advisor, MassCEC ACT Advisory Services, and the New York State Energy Research and Development Authority Fleet Electrification Planning, are cost-free to districts and provide comprehensive fleet electrification planning, laying out a customized, living roadmap to help fleet leaders make informed decisions about electric school bus and infrastructure adoption.

The Future of Electric School Bus Adoption

Recent headlines surrounding delayed mandates, revised deadlines, and federal program changes have raised understandable questions from the school transportation industry. While some policies and funding programs are evolving, the fundamental drivers behind electric school bus adoption remain strong.

School districts across the country continue deploying electric school buses, manufacturers continue investing in products and facilities, technology providers continue advancing solutions, and government agencies’ planning programs are helping fleets prepare for the future. Increasingly, districts are pursuing electrification not only because of mandates, but because electric school buses can help achieve local goals related to cost savings, operational efficiency, sustainability, and student health.

As the landscape evolves, stakeholders in the school transportation industry can help maintain momentum by continuing to invest in fleet planning, infrastructure readiness, workforce development, and access to funding opportunities. Organizations like CALSTART are here to help support the industry as fleets navigate this evolving market. Fleets that lay the groundwork now will be better positioned to make informed decisions, advance when opportunities arise, and capture the benefits of electric school buses for their students and communities.

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Rachel Chard is a recognized leader in the clean transportation sector, currently serving as the Head of Bus Programs at CALSTART. In this strategic leadership role, she is responsible for overseeing the organization’s comprehensive vision for the adoption of zero-emission school and transit buses.

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