METHUEN, Mass. – Lawrence Public Schools, NRT Bus Inc., Zenobē, and partners today hosted a ribbon cutting to celebrate the deployment of 35 new electric school buses. Thanks to successful public and private partnerships, Lawrence Public Schools has deployed 25 new electric school buses, supported by the Environmental Protection Agency (EPA), and 10 minibuses, supported by an initiative led by the Massachusetts Clean Energy Center (MassCEC) and funded by the Massachusetts Department of Environmental Protection (MassDEP), as part of their regular home-to-school operations. The buses are based in Methuen and support clean transportation for Lawrence Public Schools.

“To give students a comfortable, quieter daily bus ride while benefiting public health, the environment and Lawrence taxpayers is a big win for our entire community,” said Lawrence Public Schools Superintendent Ralph Carrero. “This initiative is the power of public-private partnership at its best.”

“As part of our ongoing commitment to reduce emissions and promote cleaner air for our students and schools, we are thrilled to announce the launch of this charging site to support our new electric fleet for Lawrence Public Schools,” said Scott Sheridan, Senior Vice President of NRT Bus. “We are grateful for the hard work and dedication of all our partners from the public and private sector who made this project possible and are helping us power this new fleet for the 2025 school year.”

“We’re drawing on our global fleet electrification experience to bring clean transportation and its many health and climate benefits to NRT Bus, Beacon Mobility and Lawrence Public Schools. This is an excellent example of public-private partnership in action, and we believe projects like this can be as financially sustainable as they are environmentally sustainable and beneficial,” commented Zenobē Executive Vice President of U.S. EV Sales and Marketing Maggie Clancy.

Undertaken as a partnership between the EPA, MassCEC, Beacon Mobility, Zenobē, Sargent & Lundy, National Grid, Liberty Utilities, and the school district, the charging site was completed last summer and is being used to charge and store the 35 new electric buses.

“This investment means healthier air for students, quieter neighborhoods, and cost savings for school districts over the long term,” said Rachel Ackerman, Senior Program Director for Clean Transportation at MassCEC. “Projects like this show how innovative partnerships can deliver immediate community benefits while accelerating the state’s transition to clean transportation. MassCEC is proud to support Lawrence Public Schools in putting these new electric minibuses on the road.”

Electrified by National Grid and Liberty Utilities, the charging station site provides a sustainable hub for recharging the electric batteries that power the new fleet to shuttle Merrimack Valley students and community members to and from school and other local activities.

“At National Grid, we believe fleet electrification is a key component of building a sustainable and diversified energy future,” said Jake Navarro, Director of Clean Transportation, National Grid. “We’re proud to collaborate with a range of stakeholders to invest in and modernize our energy infrastructure to support the customers and communities we serve.”

Lawrence Public Schools deployed the 25 new electric buses as part of the EPA’s Clean School Bus Program in 2022. The school district serves 13,000 K-12 students. The 25 electric school buses alone are projected to reduce carbon emissions by an estimated 1.35 million pounds per year, equivalent to removing 136 gas-powered passenger cars off the road for one year. In addition, the district was awarded $1,670,000 under MassCEC’s ACT School Bus Deployment Program in 2023 which was used to fund the 10 minibuses.

All vehicles were placed in service for the current 2025 school year.

About Zenobē Energy Ltd. (Zenobē):
Zenobē is an EV fleet and grid-scale battery storage specialist, headquartered in the U.K. The company began operations in 2017 and now employs >380 FTEs with a wide range of leading skills including electrical engineering, software development, computer sciences and financing. Zenobē has around a 25% market share of the U.K. EV bus sector and supports over 3,400 electric vehicles across 120 depots globally. The company is the largest owner and operator of EV buses in the U.K., Australia and New Zealand. Zenobē is also the leading owner and operator of grid-scale batteries on the Great Britain transmission network with >1GW of battery storage assets in operation or under construction. Zenobē’s North American headquarters are in Chicago with a subsidiary office in New York and it is actively hiring in Canada and the U.S. For more information visit zenobe.com or LinkedIn.

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The Lion Bus electric school buses pulled from service in Quebec two weeks ago have reportedly all returned to the road after repairs were made to faulty HVAC fuses.

The Quebec Ministry of Education had ordered LionC electric school bus models to be taken out of service after a fire in Montreal Sept. 9, leading to school disruptions across the province and a renewed scrutiny of electric school bus safety. Lion360 diesel school buses, which Lion manufactured prior to only producing electric vehicles in 2017, were also affected by the issue. Lion Bus issued an inspection bulletin detailing the four-hour repair.

“We have identified some potential anomalies in a sub-component of the HVAC system that Lion obtains from a third-party supplier,” the bulletin states. “In the interest of safety above all else, we request that Lion bus operators perform the following inspections and modifications: [M]andatory inspection of several low-voltage electrical connections, replacement of certain electrical connectors, replace fan fuses with less powerful ones, adding a fuse to an HVAC control panel circuit. This inspection and modification procedure must be carried out on all Lion360 (diesel) and LionC 3rd generation and earlier buses (Gen3, Gen2 and Gen1).”

Lion Bus, the new name of the former Lion Electric based in Saint-Jérôme, Quebec, has become the centerpiece of Canada’s electric school bus transition. The manufacturer has delivered more than 1,200 all-electric buses across North America, with the majority operating in Quebec. But at the same time, the company recently emerged from Canada’s version of bankruptcy protection and was acquired by a Quebec real estate magnate. Per terms of the deal, all warranties outside of Quebec became null and void.

The Sept. 9 fire occurred while the English Montreal School Board bus, operated by contractor Transco, was parked and unoccupied. No injuries resulted. Transport Canada confirmed it was investigating three total reports of LionC fires, the Montreal incident and two earlier fires, with the focus was on the low-voltage heating system. The agency, Canada’s version of the U.S. National Highway Traffic Safety Administration, said its investigation has yet to identify a safety defect “due to the extent of fire damage in affected buses.”

Transport Canada recommended fleet owners immediately inspect their LionCs “in accordance with the manufacturer’s inspection bulletin.” For school bus drivers who see any smoke or smell anything burning, Transport Canada advises them to stop the bus, evacuate all passengers and, if safe, turn off the high-voltage and 12-volt power supplies.

CBC reported that three similar fires and a smoke-filled school bus have occurred since last November. It took the Sept. 9 incident for Transport Canada to investigate, according to the article.

But reports from local firefighters indicate the fire did not spread to the lithium-ion battery pack, added nonprofit climate advocate Green Communities Canada.

“It’s important to remember that data consistently shows gas-powered vehicles are six- to eight-times more likely to catch fire than electric vehicles,” added Leif Einarson, communications manager for Green Communities Canada. “One incident should not derail the momentum we’ve built in transitioning to cleaner, safer student transportation.”

Lion Bus said in a statement on Sept. 12 that it was working with Transport Canada to determine the exact cause but confirmed “neither the electric battery nor the propulsion system was involved.”

That same day, Lion said Société de l’assurance automobile du Québec approved its plan to return LionC electric school buses to service.

The English Montreal School Board confirmed in an Instagram post Sept. 20 that Transco received the missing parts needed for its electric buses. Two days later, Sunday, Sept. 22, the school posted that all buses had been repaired, inspected and cleared for operation Monday. In all, 76 school buses were grounded, cancelling 68 routes.

First Student owns Transco in Quebec. But the largest contractor in North America, First Student also operates more Lion ESBs than any fleet, including in the U.S.

“Our maintenance and engineering teams are following the Lion Inspection Bulletin to guide all inspections and replacements. As part of this [Lion] bulletin, we are conducting a multi-step inspection focused on electrical safety and system integrity,” company spokeswoman Brenna Rudisill told School Transportation News. “This includes replacing the HVAC control panel for wiring damage and foreign objects, replacing specific fuses to optimize fan performance, checking electrical panels and starter solenoid connections for proper torque and alignment, and verifying bulkhead terminal tightness.”

Rudisill added First Student technicians replaced any faulty components found and upgraded connectors. The issue had been receiving the parts. She said the contractor advises school districts across Canada and the U.S. to “continue to follow Lion’s inspection bulletin.”

Valérie Tremblay, coordinator for the Canadian Electric School Bus Alliance (CESBA), said the inspections brought an unexpected upside.

“The good thing is it pushed school districts, operators and Transport Canada to thoroughly inspect all electric school buses,” she explained.

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Related: Report: Inequities in Canadian Electric School Bus Transition Threaten At-risk Populations
Related: Green Bus Summit Commences with Discussion on Future-Proofing Electric Buses
Related: Canada Becomes First Country to Mandate External School Bus Surveillance Feeds
Related: Arkansas School District Thanks Driver for Quick Response During Bus Fire

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SANTA FE, N.M., – GreenPower Motor Company Inc. (“GreenPower”) and the New Mexico Economic Development Department have announced the launching of the New Mexico All-Electric, Purpose-Built, Zero-Emission School Bus Pilot Project at two Las Vegas public schools and a Santa Fe charter school.

GreenPower (NASDAQ: GP) (TSXV: GPV), a leading manufacturer and distributor of all-electric, purpose-built, zero-emission medium and heavy-duty vehicles serving the cargo and delivery market, shuttle and transit space, and school bus sector, today announced the launch of the New Mexico All-Electric, Purpose-Built, Zero-Emission School Bus Pilot Project with deployments of the Type A Nano BEAST at the Las Vegas City Schools and West Las Vegas Schools and the Type A Nano BEAST Access at the Monte del Sol Charter School in Santa Fe.

“GreenPower is pleased to begin this two-year pilot project with the State of New Mexico with three Nano BEASTs in schools that are excited to evaluate all-electric transportation options for school kids,” said Brendan Riley, president of GreenPower. “By focusing the first year of the project on the Type A Nano BEAST, the state and school districts will have a unique opportunity to see how the all-electric vehicle performs in differing conditions with different sets of charging infrastructure.”

GreenPower entered into an MOU with the State of New Mexico to assess the viability and reliability of fast charging in various environments and circumstances. The school districts’ participation in the pilot is voluntary, and the state has agreed to support the program with $5 million in capital outlay appropriation to purchase the vehicles and cover the cost of the pilot project.

The 2-year pilot program supports New Mexico’s dedication to the Energy Transition Act, designed to transition the state toward the goal of 100% zero-carbon electricity supply by 2045, while also providing support for affected communities and ensuring cost protections for residents.

According to the MOU, after two successful pilot phases, EDD will support an additional $15 million for more school buses. The state also pledges to work with GreenPower to expand the all-electric, zero-emission commercial fleet at the Department of Transportation and the General Services Department.

The two-year pilot project will deploy three GreenPower Type A all-electric, purpose-built, zero-emission school buses in the first school year (2025-26), and two GreenPower Type D all-electric, purpose-built, zero-emission BEAST school buses and one Mega BEAST school bus in the second school year (2026-27). The school buses will rotate around the state for five pilot rounds each school year, with each round lasting six weeks. GreenPower will install charging systems through its Pilot Project partnership with Highland Electric Fleets, provide training for drivers, mechanics, and the community’s first responders, and track telematics through a partnership with Geotab. GreenPower will provide a detailed report to the state at the end of each school year.

“Among some of the data that will be collected is range, charging infrastructure needs, handling and maneuverability, operating and maintenance savings, student and parent acceptance, and more,” said GreenPower CEO Fraser Atkinson. “The data will help with the idea of change as schools look to create a new beginning of a clean, healthy school day.”

“As we transition towards a more flexible, diversified, and environmentally sustainable economy, we are dedicated to achieving carbon-free power,” stated Rob Black, cabinet secretary of EDD. “This is also an opportunity to introduce young students to alternative energy sources. The steps we take today will not only promote a greener future but also inspire a new generation of environmental stewards.”

“Las Vegas City Schools is proud to be one of three New Mexico schools participating in this first round of the GreenPower pilot project, and we look forward to seeing how an all-electric school bus can benefit our school system and students,” said Melissa Sandoval, Superintendent at Las Vegas City Schools.

“We have been looking at grant opportunities to begin migrating from diesel to all-electric school buses for the past couple of years,” said Christopher Gutierrez, superintendent at West Las Vegas Schools. “Participating in this pilot project will allow us to determine the best ways to integrate zero-emission buses into our fleet.”

“Our charter school is always searching for new, innovative ways to serve our students and communities,” said Dr. Zoe Nelson, head learner for Monte del Sol Charter School. “We are honored to have been chosen to participate in the state’s all-electric school bus pilot program. Our school believes in safe, sustainable, and sensible alternatives, and I cannot wait to see the multitude of benefits this investment will yield for the deserving children of the Land of Enchantment.”

About the Nano BEAST
The Nano BEAST has a standard 118 kWh battery pack and a range of up to 140 miles. Configured for up to 24 passengers, it features a seamlessly integrated aluminum body made from extruded aluminum manufactured by Constellium. The Nano BEAST is built on the EV Star Cab & Chassis which is the same platform as the EV Star Passenger Van that passed the FTA Altoona Bus Testing program with one of the highest scores ever achieved. The dual port charging is standard, with Level 2 rates up to 19.2 kW and DC Fast Charging rates up to 60 kW. Nano BEAST Access has seating for up to 20 ambulatory passengers and up to 3+ Q’STRAINT wheelchair securements, complemented with a BraunAbility rear curbside lift.

About GreenPower Motor Company Inc.
GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo van and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. GreenPower was founded in Vancouver, Canada, with primary operational facilities in southern California. Listed on the Toronto exchange since November 2015, GreenPower completed its U.S. IPO and NASDAQ listing in August 2020. For further information, go to www.greenpowermotor.com.

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The California Air Resources Board (CARB) proposed an emergency action to continue enforcing engine emissions regulations because it says federal government efforts to undo them could result in the sale of vehicles that are not certified to any standard.

As California’s lawsuit continues against the Trump administration, challenging the presidential executive order in January directing federal agencies to terminate state emissions waivers and a resulting revocation of those waivers through the Congressional Review Act (CRA) signed into law in June, CARB said it wants to provide regulatory certainty and flexibility to manufacturers. For school buses and trucks, manufacturers could meet the Omnibus Low-NOx regulation adopted in 2020 or the previous regulation that met the U.S. Environmental Protection Agency levels set in 2010. The CRA this spring revoked three waivers, one of which allowed CARB to set a new level of 0.05 g/bhp-hr of NOx.

The public had five business days from Monday’s announcement to weigh in on CARB’s intent to enact its Emergency Vehicle Emissions Regulations by filing comments with the state’s Office of Administrative Law.

The emergency regulations do not address the Advanced Clean Trucks rule, which the CRA also revoked an EPA waiver for.

“The amendments would confirm that, until a court resolves the uncertainty created by the federal government’s actions, certain antecedent regulations (displaced by Advanced Clean Cars II and Omnibus) remain operative (as previously adopted) with the caveat that CARB may enforce Advanced Clean Cars II and Omnibus, to the extent permitted by law, in the event a court of law holds invalid the resolution purporting to disapprove those waivers,” the proposal reads.

In other words, manufacturers would be able to continue certifying engines under either the earlier-adopted emissions standards or the more stringent standards.

CARB noted that most engine and vehicle manufacturers have already planned on or achieved compliance with the more stringent emissions requirements. But CARB also warned that manufacturers choosing to certify to previous emissions levels assume the risk of having engines out of compliance with regulations, should current legal cases brought against the Trump administration go in California’s favor.

Cummins spokeswoman Drew Blair told School Transportation News that it was premature to respond in detail to CARB’s proposal, as it was not final. But she added Cummins is following the issue closely.

“Cummins is focused on delivering products with the power and performance our customers need to get their jobs done, while also meeting emissions requirements,” she commented. “We also will continue to advocate for national standards to bring clarity to our business and customers and ensure efficient and affordable products are available to power their needs.”

Earlier this month, a group of vehicle manufacturers led by Daimler Truck North America, the parent company to Thomas Built Buses, filed a suit against CARB, claiming the agency would need to re-enact previous legislation before it could enforce earlier emissions regulations.

“In the event the vehicle manufacturer’s claims were deemed correct … then CARB must take immediate action to maintain a stable vehicle market in the state and prevent the sale of vehicles into the state that would not be certified to either set of standards …,” CARB writes. “… Otherwise, in light of these unprecedented circumstances, there may remain questions — for the first time since CARB’s program began decades ago — as to whether any California standard is in effect.”

A Daimler Truck spokesperson said Wednesday the company could not comment on CARB’s proposal.

International, the parent to IC Bus, signed onto the Daimler Truck lawsuit. An International spokesman declined comment because the litigation is ongoing.

Meanwhile, CARB said Tuesday 23 percent of new medium- and heavy-duty vehicle sales in 2024 were zero emissions, more than double the minimum statewide requirement. The data is based on 30,026 zero-emission trucks, buses and vans reported to CARB by manufacturers. School buses are included in the reporting.

It was the fourth year in a row that ZEV sales increased. More than 57,000 ZEVs have been sold in California since 2021.

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Related: California Doubles Down on Zero-Emission Vehicles with Renewed Affordability, Adoption Priorities
Related: Despite Federal Funding in Peril, California State Funding for EVs Continues
Related: CARB Uses $33M in Funding to Target Other Zero-Emissions School Travel
Related: NASDPTS Revises Illegal School Bus Passing Count After California Fixes Error
Related: California School Bus Driver Teaches Lessons of Compassion Through Music

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FOSTER CITY, Calif. and TEANECK, N.J., – As the 2025 school year gets under way in New Jersey, the students in Teaneck, Midland Park, and Ramsey public school districts will be breathing easier as they enjoy the ride in fully-electric Type B school buses operated by D&M Tours. The zero-tailpipe emission buses, manufactured by Motiv Electric Trucks and upfitted by Van-Con, Inc. will replace aging gasoline buses. The project was developed and managed by Climate Change Mitigation Technologies LLC (CCMT).

“With the start of the new school year, these new buses are on their routes, picking up and dropping off school children safely and sustainably,” said Tim Palomba, CEO of D&M Tours in Paterson, New Jersey. “These children and their communities will benefit greatly from the Motiv-Van-Con electric buses which dramatically reduce noise and air pollution in the bus “cabin” as well as in the multiple communities along the routes. Zero-emission buses are especially important for the Type A and B school buses that Van-Con makes because they are often used to transport special needs children, who generally spend a greater amount of time on a school bus than the other students.”

The four electric Type B school buses feature Motiv’s proven EPIC 4 platform and Van-Con’s safe and durable school bus body. Each bus eliminates idling, noise and vibrations as well as tailpipe pollution and CO2 emissions, providing students a healthy, quiet and safe ride to school. The routes serviced by this project, like many school transportation routes, are ideal for electrification due to their local, repetitive, predictable nature and the fleet’s ability to charge overnight at a central depot.

Editor’s note — The “New Jersey Type B” is a subclass of Type A school buses the state uses when the vehicle weighs more than a10,000 pounds GVWR.

D&M tours will replace four older gasoline buses, avoiding up to 3,000 gallons of fossil fuel and related costs annually. Over the 15-year useful life of the project it is estimated that the Motiv electric buses will log 1,134,000 miles and eliminate over 2 million pounds of tailpipe emissions.

In addition to the health benefits, there are significant economic benefits to the district. According to an analysis from the Electric School Bus Initiative, an electric school bus can save the district more than $100,000 in lifetime fuel and maintenance savings compared to an equivalent diesel bus.

The school buses will travel between D&M’s fleet depot in Paterson to students in Teaneck, Midland Park, Ramsey, and multiple communities in between, providing health benefits all along the way. Research has shown prolonged exposure to poor air quality increases rates of heart disease, impaired lung function and lower IQ levels. Paterson accounts for 62 percent of all asthma Emergency Room visits in Passaic County, but only accounts for 29 percent of the Passaic County’s population. Children in Passaic County under the age of 5 have an asthma rate that is 65 percent higher than the New Jersey statewide average.

“This is a wonderful representation of our Better Trucks, Better World vision. Replacing aging diesel school buses with clean, electric alternatives represents exactly the kind of meaningful health and environmental progress we’re working to accelerate as we expand the presence of our class 4 electric truck platform,” said Scott Griffith, CEO of Motiv Electric Trucks. “Students, drivers, and the communities these buses serve will all benefit from the elimination of harmful diesel emissions, while D&M Tours gains the operational advantages and cost savings of electric.”

“We are pleased to deliver these buses to one of our best customers as he helps lead the school bus industry into the next century,” said Jim Anderson, President of Van-Con, Inc. “These four buses are the first four of a total of 29 electric school buses we are building with Motiv for districts and contractors across New Jersey.”

“Climate Change Mitigation Technologies LLC (CCMT) appreciates the opportunity to partner with D&M Tours, Inc., Van-Con, Inc., and Motiv to deliver the first fleet of electric school buses built in part in New Jersey,” said James Sherman, CEO of CCMT. He noted that “CCMT’s integration of the buses, DCFC chargers, and OCPP charge management software gives D&M the operational control of charging, real-time economic transparency of charging costs, and management reports it needs. I am pleased to report that the electric school bus fleet, chargers, and control software integration worked seamlessly all summer long.”

Other project partners include the New Jersey Department of Environmental Protection (NJDEP) which provided funding for the project, Vanore Electric, Inc., which was the electrical contractor for the project; PSE&G, which helped expedite the project, and Grid Link, Inc., which was the OCPP/charge management software system provider.

A ribbon-cutting event is scheduled for Tuesday, October 28, 2025 at 11 am at the D&M Tours facility at 20 Shady Street in Paterson, NJ. Persons interested in attending may contact jsherman@ccmtdg.com for an invitation.

About Motiv Electric Trucks
Founded in 2009, Motiv is a privately held company headquartered in the San Francisco Bay Area. Motiv is a leading manufacturer of medium duty, zero-emission electric trucks and buses, producing a range of vehicles, including step vans, shuttle buses, box trucks, and work trucks, designed to eliminate tailpipe CO2 emissions and particulate matter, while offering drivers and passengers a more comfortable, healthier and safer ride.

Motiv’s combination of operational cost savings and environmental performance helps customers meet emissions and pollution standards as well as achieve their own net-zero, ESG or other climate impact-related pledges and commitments.

On August 15, 2025, Motiv and Workhorse Group Inc. (Nasdaq: WKHS) entered into a definitive merger agreement to combine in a transaction that will create a leading North American medium-duty electric truck OEM. The transaction is expected to close in the fourth quarter of 2025, subject to approval by Workhorse’s shareholders and other customary closing conditions.

More information about the company’s products and services is available at https://www.motivtrucks.com.

About Van-Con, Inc.
Van-Con, Inc. is a 50 year old New Jersey company founded on the principle of safety first. Starting with Paul Anderson, Sr. back in 1973 and continuing today under Jim and Linda Anderson, Van-Con, Inc. has been a school bus innovator from the start. This means being one of the earliest proponents for school bus safety standards, development of the first 16 passenger Type A school bus, and one of the first school bus body builders to offer ADA compliant wheel-chair lifts. Today, Van-Con, Inc. manufactures a variety of Type A and B school buses and there are literally hundreds of Van-Con school buses on the road with scores of customers across New Jersey. Van-Con, Inc. is located in Middlesex, NJ. www.vanconbus.com

About Climate Change Mitigation Technologies LLC (CCMT).
CCMT is the leading low, zero, and negative carbon fuels and fleets project development and management firm in New Jersey that provides advisory services and also delivers design-build fully operational charging or fueling infrastructure. CCMT has delivered hydrogen and electric truck and bus fleet projects and is currently working on renewable natural gas (RNG) projects for public and private fleets. Among CCMT’s completed projects are the 2021 delivery of 5 BYD garbage trucks to the Jersey City DPW; the 2022 delivery of 10 BYD terminal tractors to the Red Hook Container Terminal in Port Newark, NJ; the 2025 delivery of 2 BYD garbage trucks and 3 Motiv senior citizen shuttle buses to Woodbridge Township, NJ; the 2025 delivery of 1 BYD garbage truck and 2 Motiv commuter “HOP” shuttle buses to Hoboken, NJ; and the 2025 delivery of multiple Motiv dry goods box and cold plate last mile delivery trucks to the Elizabeth Board of Education.

About D&M Tours, Inc.
D&M Tours, Inc. has been in business for over 25 years and is one of the largest private school bus contractors in northern New Jersey and a leader in the drive to more sustainable fuels and school buses. The D&M fleet consists of diesel, gasoline, propane, and now electric school buses. D&M is trusted to serve some of the largest and smallest school districts in New Jersey including Paramus, Teaneck, and other public and private schools. D&M is also a pillar of the local Paterson, NJ community, providing a source of employment for dozens of drivers, mechanics, dispatchers, yardmen, and others whom together make D&M one of the safest and cleanest operators in the business.

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SEATTLE, Wash. – Zonar, a leader in commercial vehicle fleet health and safety, is advancing its commitment to school transportation with two strategic moves.

Zonar has acquired ez enRoute, a provider of IoT technology and dynamic routing for pupil transportation. The acquisition expands Zonar’s technology portfolio and strengthens its position as the leading provider of smarter, more adaptable solutions for school districts.

Powered by ez enRoute’s independent routing engine, the company is launching Zonar Bus Suite, an integrated, all-in-one routing ecosystem designed to improve safety, efficiency and communication. For districts of any size, Zonar Bus Suite plugs into any transportation system with or without an existing routing provider, making it easy to modernize operations without costly overhauls.

Zonar is trusted with the world’s most precious cargo – our children – and is deeply committed to that responsibility. Every mile, every stop and every innovation are driven by the company’s mission to protect student riders and empower communities. The power of these two fleet technology companies challenges outdated systems and sets a new standard for student transportation: one that keeps families, drivers and schools seamlessly connected.

“Joining Zonar marks an exciting step forward in our mission to transform student transportation,” said Amit Anand, founder, ez enRoute. “Our combined expertise in the school transportation space makes this partnership a perfect fit to evolve our capabilities into a unified, all-in-one platform.”

With Bus Suite, school districts will benefit from advanced technical capabilities, such as:

Independent, Adaptive Routing: ez enRoute’s advanced routing engine, built into Zonar Bus Suite, delivers real-time, turn-by-turn directions without the need for a separate routing provider. Dispatchers can customize routes, make live adjustments and communicate changes directly to drivers and parents through the Zonar platform. Drivers can view assigned stops, students and routes on the Zonar-provided tablet.

Increased Visibility into Student Ridership: By combining Zonar Z Pass® student ridership data, Zonar Bus Suite enables drivers and substitutes to see who has boarded or exited the bus in real time. They also receive alerts if a student boards the wrong bus or exits at the wrong stop, along with special student instructions. This integration helps substitute drivers safeguard student riders.

Cloud-Based Operational Oversight: The Zonar Bus Suite dashboard allows schools to monitor live bus runs, track fleet performance, access student manifest reports and provide parents with accurate ETAs and student location updates in real time.

Integrated Parent Mobile Application: Parents can track school bus locations and receive route notifications and alerts through the Zonar Bus Suite Parent app, ensuring they’re instantly informed of any changes or delays.

“Bringing ez enRoute into the Zonar portfolio enables us to deliver greater value to our customers,” said Charles Kriete, CEO, Zonar. “We’re not just in the school bus business, we’re in the business of access to education, and we take this mission seriously. As districts nationwide face ongoing driver shortages, the launch of Zonar Bus Suite plays a vital role in modernizing operations, keeping families informed and ensuring safe, reliable student transportation.”

Zonar delivers cutting-edge technology to pupil fleets across the Americas. Zonar Bus Suite integrates all aspects of fleet management into one platform, including Zonar’s state-of-charge data for electric buses, predictive maintenance insights, Zonar Coach on-board vehicle cameras, and Zonar Z Pass® for student ridership management to protect everyone on the bus and on the road. The platform gives dispatchers the ability to customize routes and monitor live operations, ensuring full visibility into the entire transportation system.

For the latest updates and announcements, follow Zonar on LinkedIn.

About ez enRoute:
ez enRoute is an IoT/AI company deploying state-of-the-art technology to help make our world smarter and safer. By building an IoT platform through cloud-based services, which includes intelligent routing and logistics software for school transportation, enabling districts to optimize operations and improve service reliability.

About Zonar:
Zonar (https://www.zonarsystems.com/) is the trusted leader in proven fleet management solutions for pupil transportation, small- to mid-sized businesses, enterprise fleets and public sector organizations across the Americas. The Zonar mission is to stand by its customers as a partner to ensure fleets run better, safer and more efficiently. Whatever the fleet size, customers rely on Zonar to help solve real-world problems. Headquartered in Seattle, Zonar has been delivering fleet management solutions to its customers for more than 20 years. Zonar has operations in West Chicago and Cincinnati. Available 24/7, reach Zonar at info@zonarsystems.com or (877) 843-3847.

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LISLE, Ill.– IC Bus, LLC (IC Bus), the leader in student transportation solutions, is pleased to announce the recipients of the 2025-2026 IC Bus Scholarship Program. This initiative, created in collaboration with the IC Bus® dealer network, underscores the company’s dedication to fostering a bright future in the communities where its employees live and work.

Each recipient of the program will receive a $5,000 scholarship to support their education expenses for the 2025-2026 school year.

This year, 14 exceptional students were selected to receive scholarships after a competitive application process. Among them, four students were recognized with special honors, exemplifying the values and legacy of the scholarship’s namesakes.

2025-2026 Scholarship Recipients

Harlow Hageness Scholarship:

· Isabelle Forde – Harlow’s Truck and Bus Sales, Bismarck, N.D.

Holly Hoglund Klein Scholarship:

· Livia Takanen – Ascendance Truck Center, Marshfield, Wis.

Richard Wolfington Sr. Scholarship:

· Damon Wright – Wolfington Body Co., Chester Springs, Pa.

Floyd Morris Scholarship:

· Christopher Shoemaker – White’s IC Bus, Greensboro, N.C.

General Scholarship Recipients:

· Ainsley Boyd – Southland Transportation Group, Birmingham, Ala.

· Aiden Herley – Midwest Transit Equipment, Whitestown, Ind.

· Loran Thieneman – Midwest Transit Equipment, Whitestown, Ind.

· Madison Ballard – Waters International Trucks, Columbus, Miss.

· Ava Lazzara – Leonard Bus Sales, Deposit, N.Y.

· Erica Wilson – Leonard Bus Sales, Deposit, N.Y.

· Max Clara – RWC Group, Huntington Park, Calif.

· Alex Rodriguez – Longhorn Bus Sales, Houston, Texas

· Sari Johnson – Rush Truck Centers, Salt Lake City, Utah

· Carter Reineke – Cornhusker International, Lincoln, Neb.

“We are incredibly proud to support these talented students through the IC Bus Scholarship Program,” said Charles Chilton, vice president and general manager of IC Bus. “Education is a powerful tool for shaping the future, and we are honored to play a role in the journeys of these exceptional young individuals. Congratulations to this year’s recipients—you represent the values, ambition, and potential that make our industry and our communities thrive.”

Since its inception, the IC Bus Scholarship Program has supported hundreds of students across the nation. By investing in education, the program has created a lasting impact on the lives of students, families, and communities.

The 2025-2026 scholarship cohort continues this proud tradition, paving the way for a new generation of leaders, innovators, and changemakers.

About International:
Based in Lisle, Illinois, International Motors, LLC* creates solutions that deliver greater uptime and productivity to our customers throughout the full operation of our commercial vehicles. We build International® trucks and engines and IC Bus school and commercial buses that are as tough and as smart as the people who drive them. We also develop Fleetrite® aftermarket parts. In everything we do, our vision is to accelerate the impact of sustainable mobility to create the cleaner, safer world we all deserve. As of 2021, we joined Scania AB, MAN Truck & Bus and Volkswagen Truck & Bus in the TRATON GROUP, a global champion of the truck and transport services industry. To learn more, visit www.International.com.

The post IC Bus Announces 2025-2026 Scholarship Recipients appeared first on School Transportation News.

An electric school bus caught fire in Montreal’s Côte-des-Neiges neighborhood. Fortunately, all five children aboard, along with the driver, were unharmed, reported CBC News.

The incident reportedly occurred Sept. 9 near, sparking concern among parents and local authorities.

The Centre de services scolaire de Montréal (CSSDM) stated via the article that the children were being transported to one of the city’s schools when the driver noticed an unusual odor coming from the bus. Realizing something was wrong, the driver quickly parked the vehicle, evacuated the children, and called for help. A separate bus arrived shortly afterward to pick up the students.

The cause of the fire remains under investigation, with no official conclusions drawn yet. However, a Montreal Fire Department spokesperson confirmed via the news report that the fire began after the driver turned off the bus’ heating system and noticed smoke rising from the vents. The fire spread rapidly but did not damage the vehicle’s battery system. Firefighters were able to put out the flames with four crew members on the scene.

According to the news report, a statement from CSSDM assured parents that the transportation company’s vehicles undergo rigorous mechanical checks, which had recently been completed.

“As per our contracts, the transportation company’s vehicles are subject to strict mechanical verification requirements, and those verifications are recent,” the statement said via the article. The school service center has been in close contact with the company to determine the cause of the fire.

The bus was reportedly manufactured by Lion Electric, now known as LION Bus after being acquired out of bankruptcy earlier this year. In a statement via the article, LION confirmed it is conducting an internal analysis to better understand the circumstances surrounding the fire. However, as STN has reported, LION has ceased all operations in the U.S. after being purchased by a private company in Canada. The bus involved in the fire was owned by First Studen. In a statement, First Student commended the school bus driver for acting swiftly and praised the local fire department for their prompt response.

“The bus driver responded swiftly and appropriately, ensuring the safety of everyone on board. We also want to thank the local fire department for their prompt and professional response,” the company said via the article.

According to the news report, this incident is similar to one occurring last November, when another electric school bus caught fire in Ascot Corner, Quebec. In that case, the fire also started in the vehicle’s heating system but, like Tuesday’s incident, did not affect the battery. The driver in that case was the only one on board and escaped unharmed.

Parents of students on board the bus were informed of the incident, and while there was some delay in getting the children home, the quick response from the driver and emergency services ensured the situation was handled without injury.

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Related: Missouri Students Learn School Bus, Fire Safety During Back-to-School Bash
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Related: WATCH: South Carolina Bus Driver and Monitor Save Children from House Fire
Related: STN EXPO East Sessions Focus on Fire Safety, Partnerships with First Responders

The post Electric School Bus Catches Fire in Montreal, No Injuries Reported appeared first on School Transportation News.

Electric school bus manufacturer GreenPower Motor Company signed a multimillion-dollar contract with New Mexico for a pilot program at the same time it is facing obstacles with a similar West Virginia project and perilous corporate finances.

The company announced Aug. 4 that the $5 million-plus New Mexico contract resulted from an award made by the state under a request for proposals published in May for participation in a two-year, all-electric school bus pilot project. GreenPower stated the project would deploy three Type A Nano BEAST school buses during the 2025-2026 school year, and three Type D BEAST and Mega BEAST school buses in the coming months.

Those vehicles, the first three scheduled for deployment the week of Sept. 15, are expected to “rotate around the state in five pilot rounds each school year with each round lasting six weeks.” The company, which is partnering with Highland Electric Fleets to install and implement the necessary charging infrastructure, will also provide training for the school bus drivers, mechanics and the community’s first responders to “help ensure a seamless testing period.”

GreenPower President Brendan Riley said via a press release that the New Mexico project is “leveraging the successful pilot that GreenPower conducted in West Virginia but also has a concentration on evaluating charging options and infrastructure.”

At the same time, GreenPower has faced several headwinds this year in West Virginia with a similar contract that also began with a pilot. The electric school bus manufacturer took ownership of its South Charleston plant in August 2022 and eight months later entered into an agreement with the state to sell $15 million worth of BEAST and Nano BEAST models. The state also agreed to pay GreenPower a $3 million deposit.

Separately, GreenPower and the state signed an agreement for an additional $18.6 million in ESBs awarded by the EPA Clean School Bus Program in 2024 to seven county school districts.

But West Virginia Metro News reported last month GreenPower had only delivered about a dozen of the promised 41 ESBs as of this past spring.

The state claims breach of contract. GreenPower CEO Fraser Atkinson said the reality is far more nuanced. During a phone call Thursday, Atkinson told School Transportation News several factors have hindered the company’s ability to deliver the ESBs.

“We have either delivered or we had vehicles ready to go, to be delivered to every single one of those counties,” he said.

Among the issues, Atkinson added, some school districts have not signed required documents with the EPA and GreenPower’s West Virginia dealer, Matheny, to accept the ESBs. In at least one other case, Atkinson said a county did not have available the older diesel school bus EPA required to be scrapped, so the new ESB couldn’t be delivered.

“Even if the dealer came forward and said, well, don’t worry about this other part, let’s just deliver the vehicle, you still have to worry about it,” he added. “We [would not be] compliant with the program.”

He also noted some counties still don’t have electric infrastructure installed. While GreenPower could still deliver those school buses, Atkinson noted that ESBs can’t sit in a parking lot for months on end without being operated like internal combustion vehicles can.
“There’s a much higher level of ongoing maintenance that you need to have on these vehicles if you’re not using them almost every day,” he added.

A West Virginia official contacted by STN declined comment because the issue is ongoing, and a request for comment from Gov. Patrick Morrisey’s office had not been answered at this report.

Hiccoughs With State Inspections and Maintenance

Meanwhile, Atkinson said some counties are having success with GreenPower. But not all say they are. Tony Harris, transportation director for the Monongalia County Schools serving the Morgantown and surrounding area, said the state’s second-largest district received a GreenPower Beast and a Nano Beast, which met his expectations at first.

However, he added, “We have been working with the West Virginia Department of Education, Department of Transportation and GreenPower in regard to a few issues where the buses do not meet the state specifications for a school bus.”

Harris clarified that the unmet state specifications center on failed state inspections for items such as the parking brake release, the color of loading light switches, non-working window defroster fans, and controls for exterior mirrors not working.

Atkinson said GreenPower has worked closely with the state on specifications but commented that not all state inspectors may have the same perspective on what constitutes an out-of-service item, especially as this could be their first experience with an electric school bus.

Still, he noted that any issues keeping school buses sidelined are “a concern.”

“Is there an educational process? I think you’re absolutely right. In hindsight, if all the parties had been in the same room 2 1/2 three years ago and worked through [the issues] …,” he said. “But the flip side is, until you’re actually in the field looking at these things in real time, you probably couldn’t have guessed what all the different issues or potential considerations that needed to be discussed are at the outset. It is a bit of trial and error.”

Harris also expressed disappointment about school bus-related services, which is “an area that has not come close to meeting expectations set for all vendors.”

“We have not been able to obtain stock inventory to have on-hand when something breaks on one of the buses,” he continued. “We have requested training several times for our mechanics on how to service the buses for our preventative maintenance schedules. The mechanics have received some training when representatives have been onsite to address issues when they have been onsite, but no formal training has been provided.”

He said training has so far consisted of what to do in the case of a battery issue or fire.

“A lot of the preventive maintenance items are typical in all school buses, but there are some unique things when it comes to EV school buses,” he said. “Also, we have no access to software or manuals to diagnose problems when they arise. We have requested these products at different times. We have these products for other bus types.”

Atkinson commented that GreenPower is very concerned about any high-voltage work necessary on its school buses.

“Our approach is, until they’re up to speed with the basics, we like to or prefer to take responsibility for anything that could be related to the high-voltage battery system,” adding dealer Matheny has limited experience working with GreenPower’s technology.

Harris said that the district has had to adjust its operations “considerably” after the delivery of the buses.

“We have two of the Nano BEAST buses in our fleet that have run no more than a month on routes since we took delivery of them. These buses have less than 3,000 miles on each of them,” he said, adding the school buses serve special needs and McKinney-Vento student populations. “We have four of the BEAST buses in our fleet, and one has been off the road since June due to defects found during an annual state inspection of the bus. The other three BEAST buses have been taken off the road [last] week due to issues that do not allow us to continue to use them at this time. By taking these buses off the road, it has impacted our bus routes due to the capacity of the buses and not having the same size buses in our spare bus fleet. The one BEAST bus has just over 4,000 miles on it, and this is because it was part of the state pilot program. The other three have less than 3,000 miles on them.”

Meanwhile, John Droppelman, director of support services with the Mineral County Schools, said in an email, “We have not received our two GreenPower buses. We have not received any information from GreenPower in quite some time. I do not expect to ever receive the promised buses. Information about the production and distribution of the GreenPower buses is scarce.”

Atkinson commented, “It’s the early days and there are things that have to get sorted out.” But he continued that, across the electric school bus market, he sees some school districts that have yet to buy-in to electrification, which complicates matters.

“If you have a good partner, they’ll work with you, and they’ll get the vehicles to a place where they’re just not encountering many issues or problems,” he said.

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Related: Another $200M Now Available for Electric School Buses in New York
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At the same time, GreenPower has been unable to fully staff its South Charleston manufacturing facility. The agreement with West Virginia listed the goal of 900 jobs filled by the end of last year.

“We don’t get paid a cent until a bus is delivered,” Atkinson told STN.

In turn, he added, the company cannot promise its plant workers the necessary weekly hours.

The West Virginia MetroNews Network reported May 26 that confirmed more than a dozen employees had been notified by email three days earlier that they had been laid off. The company did not confirm the exact number of employees who had been laid off, but the network quoted GreenPower’s Riley saying, “The imposition of new tariffs has significantly increased our operational costs and disrupted our ability to build and deliver buses in a timely manner.”

He added that restructuring and other cost-cutting measures were not sufficient to prevent the layoffs.

MetroNews reported last month that GreenPower indicated it employed fewer than 100 workers even before the spring layoffs.

Resulting Financial Uncertainty

Amid all of this, BDO Canada LLP released its independent audit of GreenPower as of March 31, which stated that “the company has suffered recurring losses from operations and has an accumulated deficit that raises substantial doubt about its ability to continue as a going concern.”

A statement by GreenPower issued in July of its financial status at the time noted that revenues for the fiscal year that ended March 31 fell 49.5 percent from the previous year — down from $39,271,839 to $19,847,279 — and experienced a total comprehensive loss of $18,511,895.

GreenPower contends that tariffs are “causing much harm to the entire school bus manufacturing sector. This business instability and the significantly increased costs impacts all school bus manufacturers whether they are producing electric, diesel, propane, or gas school buses. The implications are staggering. If a school bus manufacturer were able to pass these costs on to a school district, it would amount to a tax on the government as the cost would be paid by either local, state or federal government funding.

“But a school bus original equipment manufacturer (OEM) cannot pass on the increased cost since there are state contracts in place for the purchase of school buses,” the company continued. “The new tariffs leave no pathway for a school bus OEM to build vehicles in the U.S., and it completely halts GreenPower’s efforts to on-shore and friend-shore the supply chain, especially non-Chinese battery cells and components.”

An interim Q1 2026 earnings statement released Aug. 15 for the period ending June 30 showed gross revenue fell by 48 percent from the same period last year to $1.549 million, with gross profit at $361,682 after deducting the cost of sales, which actually represents a 63 percent increase from June 2025.

But the statement notes Greenpower anticipates it will not be in compliance with the minimum debt service coverage ratio at the end of the current fiscal year because it has not generated positive EBITDA in the previous four quarters. The outstanding balance on the term loan facility was $3.59 million as of June 30.

The interim statement echoed the warning of the auditor this spring.

“The company’s ability to achieve its business objectives is subject to material uncertainty, which casts substantial doubt upon the company’s ability to continue as a going concern,” it says.

Ryan Gray contributed to this report.

The post GreenPower Hits Delivery, Financial Uncertainty Amid New Mexico Electric School Bus Pilot appeared first on School Transportation News.

With 2.2 million Canadian students back in school via the yellow school bus, a new report by the Canadian Electric School Bus Alliance (CESBA) highlights the need for equity of access and funding to make the transition to electric school buses a successful one. ​

Fewer than 4 percent of Canada’s 51,000 school buses, about 2,000 vehicles, are currently electric. But 70 percent of school buses on the road are set to be replaced in the next two to seven years, the report emphasizes.

Embedding Equity in Canada’s Transition to Electric School Buses calls on federal and provincial policymakers to ensure no one is left behind during the country’s move toward zero-emissions school buses. It identifies challenges faced by indigenous communities, students with disabilities and under-resourced areas in accessing ESBs. Adoption remains “significantly lower” in indigenous and remote communities nationwide, due primarily to cost barriers. ​

“We want to make sure that provinces roll out some financial incentive for electric school buses because right now just for the deployment there are absolutely no guidelines that force school bus operators or school districts to prioritize electric school buses in communities where there is more pollution and where they’re actually underserved,” lead author Valerie Tremblay of Green Communities Canada, a co-coordinator of CESBA, told School Transportation News.

The paper notes most ESBs range from $400,000 to $600,000 per bus compared to $125,000 for a diesel model — and related infrastructure, which proves especially challenging for indigenous and remote communities that already have higher transportation costs and barriers to funding. For example, transporting a student in northern Alberta costs $1,279 compared to $363 in urban areas, according to a report on education transportation needs prepared for the Assembly of First Nations, an advocacy group for indigenous people across Canada. ​

School bus contractor Switzer-Carty is a CESBA member company and currently operates two, 2018 model-year, Type C ESBs from the former Lion Electric. Those buses transport general education students, said Rich Bagdonas, vice president of business development for Switzer-Carty. But funding is also at issue.

The federal government targets 35 percent of medium- and heavy-duty vehicles sales to be zero emissions by 2030 and 100 percent by 2040. The Zero Emissions Transit Fund (ZETF) covers capital and planning costs, while the Zero Emissions Vehicle Infrastructure Program funds chargers.

But Bagdonas pointed out that Ontario, where Switzer-Carty mainly operates, does not currently offer provincial funding programs or incentives though the company is exploring other local options.

Tremblay added ESB funding and deployment has so far focused on Montreal and Quebec, where 80 percent or about 1,600 ESBs operate, and other urban cities. Quebec also mandates nearly two-thirds of school bus fleets be electrified by 2030. British Columbia operates about 150 ESBs and also offers incentives, noted Bagdonas, as the province also aligns with California’s mandate that all trucks and buses be electrified by 2036.

Further illustrating the challenge, the report shares that Prince Edward’s Island also has no funding program currently in place despite targeting 100 percent ESBs province-wide by 2030. It had been relying on funding from the Canada Infrastructure Bank Zero-Emissions Bus Initiative, but those funds are now exhausted.

The report recommends revising provincial and federal budgets to cover higher upfront ESB costs and better support small fleet operators.

Tremblay and associate Nicole Roach note that procurement guidelines and safety standards also need updating to ensure universal bus design and a wider range of school bus models that provide accessibility and inclusivity for all. For example, they call for standard wheelchair lifts for students with disabilities.

Tremblay and Roach write that Type A school buses now offer increased range, the prior lack of which had posed “significant challenges,” but supply remains constrained with only a few models available in Canada. The availability of Type C school buses equipped with wheelchair lifts “has the potential to ease some of the equity concerns tied to ESB adoption, especially for smaller operators or school districts,” they write.

Then, there is the obvious reduction in exposure to diesel emissions, which not only improves health but also provides better academic outcomes and school attendance. The report cites findings from the American Journal of Respiratory and Critical Care Medicine and the National Bureau of Economic Research in Massachusetts.

The report also considers the entire lifecycle of electric school buses, from resource extraction to manufacturing, adoption and use to disposal, and calls for intentional planning to ensure the transition benefits all communities, especially those on indigenous lands. Canada is a leading global producer of many critical minerals essential for ESB production, with mining predominantly located in Ontario, Quebec, British Columbia and Alberta.

Meanwhile, the report also notes the need for improved working conditions by increasing wages and operational funding for school transportation staff, “as electric buses provide cleaner and quieter environments but may limit extra income opportunities due to range constraints.” This includes workforce development to expand ESB maintenance training programs that address skill gaps and job losses in the transition. ​

In addition to newly manufactured ESBs, the report recommends funding pilot projects to convert diesel buses to electric, preventing the export of decommissioned buses to countries with weaker safety standards, policies for adopting safe recycling of electric vehicle batteries and strengthening protections in mining practices to respect the rights of indigenous people and address human rights abuses linked to Canadian mining companies. ​

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Related: WRI Research Highlights Monetary Health Benefits of Electric School Buses
Related: Previous Lion Electric School Bus Warranties Voided by Company Sale
Related: Report Finds Challenges to California Vehicle Electrification Plans

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New research published by the World Resources Institute (WRI) and Carleton University finds that the U.S. could see an estimated $1.6 billion in societal benefits every year by using electric school buses.

This first-of-its-kind data released Wednesday accounts for the cost of using diesel-burning school buses as compared to using electric school buses, measured by two metrics: Health impacts and climate effects. WRI stated that by “comparing these costs at the local level, the data provides annual societal benefit figures in dollar terms for every county in the contiguous U.S.”

People in every state would experience positive benefits from ESBs, the research suggests, but it would be most pronounced in countries operating the oldest-burning school buses, and in communities with higher proportions of people of color and in countries with larger populations and dense, urban areas.

Still, the research indicates New York, California, Florida and Texas are poised to benefit the most from ESBs. However, nearly every county nationwide stands to benefit by using electric school buses, with the study finding more than $509,000 in average annual benefits per county and some counties seeing more than $30 million in societal benefits each year. Annual benefits vary by county based on school bus fleet size, population density, electricity fuel type mix, and age of the current diesel fleet.

“For years, communities in New York have experienced outsized impacts of diesel pollution,” commented Matt Berlin, CEO of New York City School Bus Umbrella Services. “As this new data from WRI proves, school bus electrification makes sense for New Yorkers. Investing in electric school buses means making the bus ride for kids and bus attendants and drivers on the bus quieter and healthier. Beyond the bus itself, reducing pollution near schools and in the communities where we all live means we all enjoy these benefits.”

WRI stated that the research is among the first to “model and quantify the county-level health and climate impacts of using electric school buses instead of aging diesel-burning school buses.”

When looking at the the factors of population health and climate change, the research notes that about 90 percent of the nearly half-million school buses operating in the U.S. run on diesel fuel and the harmful pollutants in diesel can cause respiratory illness, cognitive impairment and cancer, as recognized by the World Health Organization.

ESBs, however, produce zero tailpipe emissions and have the lowest greenhouse gas footprint of any school bus type at the national level, even when accounting for emissions from the associated electricity generation, the research claims. It examines the effects of diesel-burning school buses in operation, as well as the production and distribution of the fuel used.

The health impacts of diesel-burning school buses were estimated by determining the excess mortality associated with exposure to PM2.5, despite federal regulations over the past 15 years that have reduced diesel emissions by approximately 90 percent. The impacts were calculated into dollar figures based on a sociological metric that reportedly looks at how much society is willing to pay for small reductions to the risk of dying from health conditions that may be caused by environmental pollution. The sociological metric is referred to as the Value of a Statistical Life.

Meanwhile, the climate impacts of diesel-burning school buses were measured by calculating the Social Cost of Carbon, an established metric for the societal damage from extreme heat, sea level rise, food insecurity and other impacts of climate change, from these buses’ carbon dioxide emissions. The study notes that because health impacts were measured only by excess mortality from PM2.5, there are likely more health benefits of electric school buses that aren’t captured in this data, including reduced exposure to ozone pollutants, nitrogen dioxide, nitrogen oxide (NOx) and volatile organic compounds, or VOCs.

Further Studies Needed

 

A technical note acknowledges several research limitations in addition to only studying excess mortality of PM2.5 and recommends additional environmental analysis and higher resolution modeling in urban areas. The study does not address environmental justice or equity benefits of ESBs and disparities in air pollution based on race, ethnicity or income, the latter which the researchers said could reveal additional ESB benefits for marginalized communities. The research also makes assumptions about brake and tire-wear emissions and relies on “not yet mature” ESB operational parameters and emissions based on data from 2020 that does not account for changes in fleet composition changes, vehicle standards and the electricity grid. Additionally, benefits per ton remain consistent between 2016 and 2020 and “may not fully capture changes in atmospheric composition or emissions.”

Once the costs of diesel school bus impacts were determined, the research calculated the same types of impacts for ESBs, including electricity generation, and compared them to that of diesel to provide a dollar figure from each county.

Brian Zepka, research manager for WRI’s Electric School Bus Initiative said the research used a new modeling approach to trace air pollution back to its source, “allowing us to directly attribute which health impacts stem from diesel-burning school buses. While other approaches start with the air pollution source and estimate its impact, this approach, developed in peer-reviewed research funded by the Health Effects Institute, starts with the health impacts, like early deaths from air pollution, and traces that pollution back to its source—in this case, school buses.”
WRI noted the research “uses state-of-the-art models and county-level data to more specifically estimate where electric school buses would provide the most health and climate benefits through reduced emissions. It doesn’t look at the cost to own or operate different types of school buses, instead examining the impact on society from the use of the buses.”

Sue Gander, director of WRI’s Electric School Bus Initiative, said the new research shows “undeniably” that ESBs give kids a cleaner ride to school.

“In every region of the country, North, South, East and West, communities stand to see real, significant benefits from the cleaner air and reduced emissions of electric school buses. And as this research demonstrates, everybody wins when kids get to school on a clean ride, to the tune of $1.6 billion dollars every year in health and climate benefits nationwide,” she said. “Given the outsize benefits of electrifying the most polluting diesel-burning school bus fleets, and the concentration of those buses in low income areas and areas with more people of color, this data reinforces the need to ensure that those most impacted by diesel exhaust pollution are among the first to benefit from electric school buses.”

The 10 percent of diesel-burning school buses that are the most polluting are responsible for nearly 50 percent of the total health impacts of diesel-burning school buses nationwide, the research notes. Breaking that down by per-mile health impacts from diesel school buses, while varying, results to under $10 to nearly $4,000 per 1,000 miles driven, depending on the school bus age and operating location.

While the research only focused on PM2.5-related premature mortality as the primary health end point, diesel-burning school buses also emit large amounts of NOx, which contribute to ozone formation and nitrogen dioxide (NO2) exposure—both are linked to asthma, morbidity and additional premature deaths.

The research does not include the additional health effects or impacts of other diesel pollutants. WRI stated the research is likely underestimating the total benefits of electrification. Incorporating NOx-related outcomes in the future could show greater contrasts between diesel and electric.

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Related: California Doubles Down on Zero-Emission Vehicles with Renewed Affordability, Adoption Priorities
Related: Safety Concerns of the Electric Grid?
Related: Report Highlights Shift in Federal Policy from EVs to Conventional Fuels

The post WRI Research Highlights Monetary Health Benefits of Electric School Buses appeared first on School Transportation News.

Tony and Ryan discuss regulatory updates, the importance of vendor partnerships, a sensationalized incident involving a Texas school bus, and this year’s Garage Stars.

Charles Chilton, vice president and general manager of IC Bus, discusses his engineering and school bus driver background, navigating the uncertain clean bus market, and supporting IC Bus customers.

Read more about OEMs.

This episode is brought to you by Transfinder.

 

Conversation with IC Bus.

 

 

Stream, subscribe and download the School Transportation Nation podcast on Apple Podcasts, Deezer, Google Podcasts, iHeartRadio, RadioPublic, Spotify, Stitcher and YouTube.

The post (STN Podcast E271) A Lot of Uncertainty: IC Bus VP & GM Discusses What Customers Need to Know appeared first on School Transportation News.

Reno, Nevada is a dichotomy in July, where the sunbaked desert meets the lush Truckee Meadows, and fir and pine trees lead the way to the foothills of the Sierra Nevada. Temperatures easily reach triple digits, but strong afternoon winds rolling down the mountainside make evenings pleasant. It is also the scene of the annual STN EXPO West, which last month celebrated its 32nd year, and it has hosted many events and training activities over that span. This year, it brought a new element to the conference.

The National School Bus Inspection Training Program included a high-voltage electric school bus overview that identified key safety components when working on these vehicles. Thanks to Washoe County School District Transportation Director Scott Lee and his staff, Derek Bryant of Automotive Service Excellence utilized an electric Type D Blue Bird to show and discuss with 30 participants the intricacies of electric school bus maintenance and safety inspections. Bryant was joined by Jannet Malig of the Long Beach, California chapter of Clean Cities and the head of California’s Community College program that trains school districts on electric school bus maintenance.

The high-voltage training started the Saturday portion of the hands-on training at Washoe’s South transportation facility after a day of classroom exercises and a written exam. Providing an overview of ASE’s new accreditation for high-voltage safety, Bryant took participants through an electrical journey across the entire school bus, which was elevated on a mobile lift. The overview was about an hour and a half long, and thankfully the Reno heat cooperated as the aforementioned breeze came early.

High-voltage safety training is a must for school bus maintenance technicians nationwide, not only in nearby California, where electric school bus adoption is accelerated. This fact was hammered home several days after the EXPO concluded, when the new owner of Lion Bus formally notified U.S. customers their warranties are now void. This means some 2,000 electric school buses officially have no support. Any owner of a Lion electric bus will tell you that that service has been lacking for some time.

Earlier this year, STN reported some options available to U.S. school districts. More recently, the World Resources Institute’s Electric School Bus Initiative and CALSTART announced they are working to provide more resources to Lion customers.

The situation highlights a legitimate concern about new entrants into the electric school bus segment, whether that be the vehicle itself, chargers and infrastructure, or service. Already, several companies have fallen by the wayside. With the exit of Lion from the U.S. market, student transportation leaders must ensure the provider they select will be there tomorrow. Certainly, Blue Bird, IC Bus and Thomas Built Buses are in for the long haul. BYD spinoff Ride has a legacy that goes back to 2013, about the same as Lion, but BYD holds the distinction of being the largest electric vehicles manufacturer in the world.

Meanwhile, the feeding frenzy on $5 billion from the EPA Clean School Bus Program appears to have subsided, though EPA finally broke its silence last month with an update on the rebate process as well as promising more information on future funding. There will likely be changes, such as more money for propane school buses. Still, with over 5,200 electric school buses on the road—and another 14,000 in the pipeline, according to the World Resource Institute’s Electric School Bus Initiative—maintenance professionals must receive training and assistance. That includes warranty work.

Electric school buses aren’t going anywhere. All the OEMs have spent considerable time and money in developing their low- and zero-emissions products. No amount of uncertainty from Washington, D.C., changes that. I believe electric school buses, will ultimately be successful in specific areas and on routes where the vehicles make the most sense—and other fuels will be necessary for years to come to make up the difference. And technicians in these school districts will need to provide maintenance.

With electric school buses, there are no oil changes, no fuel filter replacements and in many cases no transmission work. But as highlighted by ASE’s high-voltage accreditation, and the work being done elsewhere, it is critical school districts and bus companies have well trained professionals on staff able to take an educated approach to maintaining them. There is nothing contradictory about that.

Editor’s Note: As reprinted from the August 2025 issue of School Transportation News.

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Related: (Recorded Webinar) Cut Costs, Not Corners: The Future of School Bus Maintenance
Related: Safety Concerns of the Electric Grid?
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Related: Funding, Data and Resiliency Needed for Electric School Bus Success

The post A Jolt to School Bus Maintenance appeared first on School Transportation News.

A new report reaffirms California’s commitment to zero-emission vehicle adoption and deployment despite attempts by Congress and the Trump administration to remove federal waivers that provide the state authority to cut pollution levels within its borders and elsewhere.

The state currently is involved in multiple lawsuits challenging the administration’s efforts to revoke the waivers approved by the Biden administration’s Environmental Protection Agency and others.

The California Air Resources Board (CARB) released the report last week in response to Gov. Gavin  Executive Order N-27-25 in June that directs CARB and several other state agencies to recommend strategies that make clean transportation more affordable, reliable and accessible. ​The report outlines strategies to expand the adoption of Zero-Emission Vehicles (ZEVs) across all vehicle types, including school buses, as part of the state’s broader effort to combat air pollution and climate change. ​

The report highlights California’s leadership in clean transportation, noting that the state has already surpassed its goal of deploying 2 million ZEVs. ​With 56 ZEV manufacturers operating in the state and nearly 178,000 public or shared private electric vehicle chargers installed, California is setting the pace for the nation. ​

However, the CARB report notes that five of the 10 most polluted cities in the U.S. are in California, and millions of residents still live in areas with dangerously high ozone levels, especially in the Los Angeles area and the San Joaquin Valley. ​

To address these challenges, CARB recommends actions across six key areas: Private investment, incentives, infrastructure, fuel pricing, regulations, and procurement. CARB seeks to sustain the Low Carbon Fuel Standard (LCFS) program that utilizes credits from 200 participating companies and from utilities to subsidize clean fuels like renewable diesel and to continue taking advantage of other existing funding programs. It recommends backfilling the federal clean air vehicle tax credits that are set to expire at the end of next month and providing “reliable and consistent funding” to the agency and the California Energy Commission for ZEV deployment and infrastructure incentive programs.

Noting that infrastructure remains one of the largest barriers to ZEV adoption, the report highlights the need for increased reliability of and access to EV chargers, including timely repair. CARB also recommends streamlining permitting processes and utility energization timelines. This includes implementing flexible service connections and other strategies to eliminate delays in EV charging installation.

CARB also calls for unlocking the benefits of V2G by improving the energization process to enable vehicles to power homes and businesses or to export power to the grid during peak demand periods. This includes developing utility rates “that align EV charging and discharging with grid needs” and establishing incentives to automakers that build EVs that can provide backup power. CARB also writes that standards are needed for chargers to enable the use of vehicle-grid integration.

School buses are directly impacted by the state’s push for ZEV adoption. The report emphasizes the need for incentives and infrastructure to support the transition to zero-emission buses. ​For school districts, this could mean additional access to funding programs that make it easier to replace aging diesel buses with electric or even hydrogen-powered alternatives. ​Additionally, CARB says the focus on building reliable charging infrastructure could alleviate concerns about fueling capacity and range limitations. ​

For companies operating school buses, the report’s recommendations present both opportunities and challenges. The emphasis on private investment through programs like the LCFS could provide financial incentives for operators to transition their fleets. ​Additionally, the state’s focus on workforce development could help create a pipeline of skilled workers to maintain and operate ZEVs. ​

However, the transition will require careful planning. CARB states operators will need to navigate new regulations, invest in charging or fueling infrastructure and ensure their fleets meet the state’s reliability and durability standards. Collaboration with state agencies and local governments will be key to overcoming these hurdles.

The CARB report also notes 17 other states and the District of Columbia have chosen to adopt at least part of California’s vehicle standards. The demand in these states for clean transportation collectively represents 40 percent of the nation’s new light-duty vehicle market and 25 percent of the nation’s new heavy-duty vehicle market, which are three to four times that of California alone. In addition, three of these states have established complementary regulations similar to California’s LCFS to further advance the clean vehicle market.

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Related: EPA Proposal Seeks to Eliminate GHG Regulations for Vehicles, Engines
Related: Update: Congress Shifts Tide in Regulatory Demands for Clean Energy
Related: CARB Uses $33M in Funding to Target Other Zero-Emissions School Travel

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Ryan and Taylor evaluate a U.S. Department of Energy report questioning electric grid safety and share breaking news on the TSD Conference.

New York contractor Suffolk Transportation was recently honored with the National School Transportation Association’s Contractor of the Year award. Assistant Vice Presidents Joseph and Johnny Corrado, along with Chief Operating Officer Tommy Smith, discuss upholding the family business legacy, providing students with safe service and navigating operations in an ever-modernizing environment.

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MACON, Ga.- Blue Bird Corporation (Nasdaq: BLBD), the leader in electric and low-emission school buses, is delivering 25 electric school buses to Little Rock School District (LRSD) in Arkansas. The zero-emission school bus fleet marks a new era of clean student transportation for the school district. LRSD is the third-largest school district in the state and operates more than 40 schools serving over 19,000 students.

Blue Bird provides its most advanced Vision electric school buses to Little Rock School District. The state-of-the-art electric buses have a vehicle range of up to 130 miles on a single charge and can carry up to 69 passengers. The high-performance batteries take merely two hours to fully recharge.

Following the completion of the Blue Bird electric school bus order, LRSD will maintain a bus fleet of approximately 70 vehicles. LRSD’s zero-emission school buses will travel nearly 1,400 miles each school day, as they pick up and safely transport 500 students to and from schools.

“This is more than just adding new buses—it’s about doing what’s right for our kids and our community,” said Dr. Jermall D. Wright, superintendent of the Little Rock School District. “We’re proud to introduce Blue Bird’s electric school buses as a step toward a cleaner, healthier future. Every mile these buses travel means less pollution, cleaner air, and a stronger commitment to the well-being of our students and the neighborhoods we serve.”

“We are pleased that Little Rock School District continues to place its trust in Blue Bird to help the school district shift to clean student transportation,” said Albert Burleigh, vice president of North America bus sales at Blue Bird Corporation. “For more than 25 years, the school district has relied on Blue Bird and our local dealer partner to meet its school bus and service needs. We look forward to helping LRSD expand its school bus fleet with safe, reliable, and environmentally-friendly vehicles.”

LRSD received a $9,875,000 grant through the U.S. Environmental Protection Agency’s (EPA) widely popular and highly effective Clean School Bus Program to purchase its Blue Bird electric school bus fleet. The EPA has already awarded nearly $3 billion through the landmark bipartisan initiative. The program to date will enable more than 1,300 school districts nationwide to replace old diesel buses with nearly 9,000 electric and ultra-low emission vehicles.

LRSD can considerably lower its operating expenses by replacing diesel with electric school buses due to reduced fuel and vehicle maintenance costs. School districts have reported paying a mere 19 cents per mile in energy costs for electric buses compared to fuel costs of up to 79 cents per mile for their diesel buses.

Blue Bird is the only U.S.-owned and operated school bus manufacturer in the United States. The company remains the proven clean transportation leader with more than 2,500 electric-powered, zero-emission school buses in operation today.

LRSD purchased its advanced electric-powered vehicles through Blue Bird’s authorized school bus dealer Central States Bus Sales in North Little Rock, Ark.

About Blue Bird Corporation
Blue Bird (NASDAQ: BLBD) is recognized as a technology leader and innovator of school buses since its founding in 1927. Our dedicated team members design, engineer and manufacture school buses with a singular focus on safety, reliability, and durability. School buses carry the most precious cargo in the world – 25 million children twice a day making them the most trusted mode of student transportation. The company is the proven leader in low- and zero-emission school buses with more than 25,000 propane, natural gas, and electric powered buses sold. Blue Bird is transforming the student transportation industry through cleaner energy solutions. For more information on Blue Bird’s complete product and service portfolio, visit www.blue-bird.com.

About the Little Rock School District
The Little Rock School District (LRSD) is the state’s third largest district, serving more than 19,000 students. The District has the distinction of having three national Blue Ribbon Schools of Excellence; nearly 200 teachers with National Board Certification; and historically within the past decade, the most National Merit Semifinalists in the state. LRSD is also home to the 2019 Arkansas Teacher of the Year and consistently ranks among the top award recipients in STEM-related competitions and the performing/creative arts. For more information, visit https://www.lrsd.org.

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I loved the Green Bus Summit at STN EXPO West in Reno, Nevada. Of course I did. I’m an extrovert, an electric school bus (ESB) nerd ever hungry to learn new things, and I grew up in a desert. This was my sixth STN EXPO conference, and the third I’ve covered for STN as a writer specializing in ESB related topics.

That said, some things not discussed at the Green Bus Summit, at least not officially, are as pressing as the topics that are more popular and comfortable. I’ll get to those in a minute. On the lighter side, part of covering a conference is just listening in general (some might call this eavesdropping). I overheard at the opening reception: “Right, we are not pro-electric, we’re sitting back and letting everybody else work through all the problems before we do anything.”

I get it. If I was already working hard and wouldn’t be paid extra for taking the risks of the ESB path, maybe I’d stay with the status quo of fossil-fueled buses, too. The people running ESBs, though, look as wide-awake, alive and happy as anyone I’ve ever met. And John Wyskiel, president and CEO of Blue Bird, stated that students who ride ESBs arrive at school calmer and more ready to learn.

Technology in general, STN Chief Content Officer Ryan Gray noted, is an increasing theme for the school bus industry. New technology always carries risk. Henry Ford had failures. Diesel was once new and iffy. I liked STN President Tony Corpin’s story of when his parents, Bill and Colette Paul, were starting the magazine up in 1991. Its success was not assured. Blue Bird (and others) gave them a check, a year’s advertising in advance, for the fledgling publication. Their investment implied, “We trust you.” The magazine flourished.

In contrast, the districts that trusted and invested in Lion Electric regret it.

(A few days and after I returned home from Reno, a colleague forwarded me the letter that the newly purchased Lion sent out U.S. owners of Lion Electric school buses. It states their warranties are now void. ESB advocacy groups CALSTART, the Alliance for Electric School Buses and World Resources Institute are working to support Lion owners.)

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Related: Previous Lion Electric School Bus Warranties Voided by Company Sale

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We heard a lot about Artificial Intelligence (AI) growing rapidly in the school bus world, but little mention of its enormous use of electricity and water. That’s problematic in that power outages and prolonged droughts are on the rise, especially in the West (we were sitting in a Western desert). Should we automatically use AI without limits? Or do we choose how to use it? And do we see ESBs as not just using electricity, but also being able to feed energy back into the grid (V2G), or, more locally and with simpler technology, into a school building during a power outage (V2B)?

First-time STN EXPO attendee Clarissa Castrowore native Navajo dress at the trade show (we were told to dress up). She drives long rural routes for Window Rock Unified School District in Arizona. Window Rock is the capital of the Navajo Nation’s reservation. Castro said, “I like the conference a lot! We have too many-stop arm violations. We need to update our technology.”

For the record, I do not think ESBs are for everybody. For example, I don’t think Window Rock Unified School District in Arizona should pursue them. About 30 percent of residences on the Navajo reservation don’t have electricity yet. I’d think addressing that is a top priority. Literacy rates go up when homes gain electricity (being an ESB nerd makes you an energy nerd, as well).

Jessica Sevilla, director of fleet and facilities at Antelope Valley Schools Transportation Agency in Southern California, runs 230 school buses, 41 of them electric. “The leap between the worlds [from fossil-fueled to electric] is larger than we’d thought. Mechanics are learning to reach for laptops instead of wrenches.”

She emphasized training and said employee openness to ESBs depended partly on “where they’re at in their careers.” In other words, those earlier in their careers may be more open to learning new skills. Other panelists agreed that ESB driving skill has an enormous impact on range. A feather-foot that maximizes regenerative braking can add dozens of miles of range over the course of a day.

Charles Kriete, CEO of Zonar, told us our business is access to education, not necessarily transportation. I’d call that a paradigm shift. In keeping with Kriete’s declaration, Billy Huish, from rural Farmington Municipal Schools in New Mexico, told me he created an extended classroom by providing 71,000 hours of Wi-Fi, so far, to students on his 68 buses.

“What about TikTok?” I asked anxiously. Absolutely blocked, he assured me.

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Related: School Bus Wi-Fi in Flux?

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Speaking of anxiety, Kriete said parent calls are reduced by 50 percent when they can use an app to see where their child is. I’ve never fielded a concerned parent’s call, but I can imagine the urgency of resolving where the child is, the rising intensity if it takes too long, and both parents’ and dispatchers’ desires to have fewer such calls.

But even if a school district can afford the best ridership verification technology (many can’t), quota-driven ICE raids, with schools and school bus stops no longer protected from them, may lead to children going missing, or maybe more likely, their parents being abruptly swept away, unable to pick up their children. That’s a harrowing thought, especially with due process going missing, in general. Stay with me.

Transportation directors had plenty to say on this topic, on condition of anonymity, that is. One knew of children dropping out of school and afraid to leave the house after relatives were abruptly deported. The families stay quiet because they don’t want to be targeted. Another has children no longer riding the school bus because parents are fearful of ICE.

They still attend school, if their parents can drive them (not all can).

One transportation director, whose district’s policy is for employees to not surrender children to ICE agents, told me his district’s attorneys were unable to answer the following question he posed to them: “Are you making it a job requirement of my bus drivers to defy ICE agents and risk being taken away, themselves? Because some of them have kids at home who’re depending on them.”

I looked steadily, uncomfortably, into my colleague’s eyes. “We’re in uncharted territory,” he told me.

I found that staff with ESBs can be all over the map on how engaged they are with them. One transportation director had received his first two ESBs, but no idea whether he had Level 2 or Level 3 charging. Tracking your charging saves much money, as noted by Bobby Stafford, Anthony Ashley and Craig Beaver in the session, “What You Need To Know About Working With Your Utility.”

Beaver, administrator of transportation at Beaverton School District near Portland, Oregon, was STN’s Transportation Director of the Year in 2024. He reported that when he moved his ESBs from peak charging to off-peak charging, his monthly electricity bills went from $50,000 to $60,000 per month to $30,000 per month.

He advocated for vehicle to building (V2B) as opposed to vehicle to grid (V2G). He cited MOVER (Microgrid Opportunities: Vehicles Enhancing Resiliency) project (disclosure: I am among the partners in this project) in Hood River, Oregon. Beaver sees V2G as needing more time to develop. The most successful V2G program is run by Zum for Oakland Unified School District in California. Zum reports 75 ESBs are discharging 2.1 gigawatts back into the Pacific Gas and Electric grid annually, enough to power 300 homes for a year.

In contrast to the Zum V2G project, V2B projects would be under local control. Beaver is building a microgrid with Portland General Electric, his utility, that he reported has been excellent to work with. Ashley, the director of fleet for Atlanta Public Schools, reported a “less flowery experience” with Georgia Electric He advised his peers to do their research before signing a contract with their utility.

Beaver floated the idea of a Fire Relief Center for his microgrid, fueled in part by his ESBs. Heat is by far the most fatal form of extreme weather, and children are more vulnerable to extreme heat than adults. My Tedx talk on ESBs dramatizes a heat-dome scenario in which ESBs discharge energy into a community resilience center, cooling people in an outage, potentially saving lives.

Reno itself was just named the fastest warming city in the U.S. for the second year in a row. Were you out there, sweating along with me at the Ride and Drive? Can you imagine the air conditioning at the Reno conference failing for even a day? I suggest we start to imagine it. Power outages are growing nationwide as temperatures keep rising, energy loads keep growing, and the aging electric grid falters.

I do not sell ESBs or push them on anyone. I think keeping kids in school, safely learning and growing, is our core mission. I do suggest that accessing the motherlode of energy housed in our nation’s 5,000 electric school buses is a good additional mission, in our increasingly hot, anxious, energy-hungry country.

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Alison Wiley is a transportation electrification professional who helps bus fleets make the transition from diesel to electric. She produces the the Electric School Bus Newsletter and gave a TedTalk last year that advocates for the use of electric school buses as a tool of equity and inclusion. She is based in Portland, Oregon.

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Big news as the U.S. Environmental Protection Agency looks to eliminate greenhouse gas regulations. How will school bus manufacturers and school districts respond? Also read the new August issue of STN magazine.

Nashawn Craig, assistant director of transportation and fleet at Taylor Schools in Michigan, discusses aspects of leadership including being promoted as a younger person, retaining staff, collaborating with administration and implementing new technology.

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This episode is brought to you by Transfinder.

 

Message from IC Bus.

 

 

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While the immediate future remains uncertain on federal emissions regulations and funding, school bus OEMs say they are prepared with varied solutions going forward to meet the needs of every customer, no matter the fuel or where they operate.

That was the key takeaway from a July 13 panel at STN EXPO West in Reno, Nevada. The OEM representatives on stage were Francisco Lagunas, general manager of North America Bus for Cummins; Jim Crowcroft, general sales manager for Thomas Built Buses; Katie Stok, product marketing and commercial readiness for IC Bus; Frank Girardot, the PR, marketing and government relations leader at RIDE; and Brad Beauchamp, EV product segment leader for Blue Bird. The session attempted to provide some clarity to the ever-changing funding and fuel landscape.

“The only certainty is that everything is so uncertain,” Lagunas punctuated during the “The Engines & Emissions Pathway Forward” session, facilitated by School Transportation News Editor-in-Chief Ryan Gray.

Lagunas added that Cummins is seeing an increased demand in diesel, confirming that the new B6.7 octane engine will be available in January. Though, he noted that investments in electric batteries and drive systems have not slowed down. Accelera, the zero-emissions division of Cummins, is a member of a joint venture with Daimler Truck North America and Paccar to create a U.S.-based battery cell manufacturer, Amplify Cell Technologies.

Crowcroft agreed, adding that one year has made a huge difference in industry focus. Several of the same panelists sat on a similar panel last year at STN EXPO, where he said EV was the focus of the industry.

“Now, it’s been a complete 180 [degree turn] this year,” he shared, adding that the industry has spent too much time talking about EVs and not enough time talking about the other offerings.

This year has been about being diverse, being nimble and ready to adapt to change when necessary. “What is the most practical plan?” he asked, noting that diesel technology has advanced and EV fatigue is setting in.

He shared that Thomas is not telling customers what fuel or energy type to use but instead empowering them to choose what works best for their fleets. Noting the Trump administration’s relaxation of a federal push for zero-emission vehicles, Crowcroft said there has been a sigh of relief from customers for not feeling like they have to purchase electric school buses.

He noted that with all the changes and technologies, it puts more pressure on the OEMs to keep up. He said Thomas is committed to investing in quality, citing that ahead of the 2027 GHG Phase 3 regulations targeting lower NOx (the EPA currently has it on hold pending a proposal to remove GHG regulations), school districts might want to pre-buy within the next 12 months to avoid cost increases tied to the new technology.

Beauchamp said Blue Bird has always focused on a fuel-agnostic path for its customers, and the company plans on continuing with propane being a low emission source. While he said Blue Bird had yet to see EV order cancellations as of last month, he anticipates those orders will flatten. Regardless, Blue Bird is committed to EV, noting an $80 million grant from the U.S. Department of Energy last year (and double that amount in company matching funds) to build a new Type D electric school bus plant.

He noted that while the supply chain has improved coming out of COVID-19, “We’re not out of the words on it, yet,” he said.

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Related: Electric School Bus Manufacturing Included in Nearly $2B Federal Energy Grant

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Stok noted that the industry conversation should not be about low costs but having a supplier that delivers good quality on time. She noted that, like the other OEMs, EV is still very much part of the IC Bus product portfolio, as is diesel. However, she said the change in federal regulations will usher in changing order preferences across the industry, noting that IC is reintroducing its own gasoline school bus with the upcoming Cummins engine.

For the remainder of 2025, she said IC Bus is on track to have the highest production output from its Tulsa, Oklahoma plant. Communication is key right now, she added, and the manufacturer is working with its dealer network to listen to the customers and continue to improve.

Meanwhile, Girardot said it’s too early to predict what the future holds but BYD electric school bus company RIDE believes it holds a promise to furthering the deployment of EVs and enhancing the capabilities of vehicle to grid technology. He noted that V2G holds value and is something that communities need to consider. He highlighted success stories of V2G, such as in the Oakland Unified School District in California.

Girardot added that technician training on electric school buses is a must.

Additionally, RIDE announced a range extension on its blade battery, which took home the Best Green Technology, as judged by attendees at the STN EXPO West Trade Show Innovation Awards. Girardot added RIDE, too, received a competitive grant to expand its manufacturing facility.

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Related: Transfinder, RIDE Win Big with STN EXPO Innovation Awards
Related: Another $200M Now Available for Electric School Buses in New York
Related: EPA Provides Update on Clean School Bus Program

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SANTA FE, N.M., – GreenPower Motor Company Inc. (Nasdaq: GP) (TSXV: GPV) (“GreenPower”), a leading manufacturer and distributor of all-electric, purpose-built, zero-emission medium and heavy-duty vehicles serving the cargo and delivery market, shuttle and transit space and school bus sector, today announced it has signed a contract with the state of New Mexico to implement an all-electric school bus pilot project. The contract is the result of an award made by the state under an RFP published in May.

The two-year pilot project will deploy three GreenPower Type A all-electric, purpose-built, zero-emission Nano BEAST Access school buses in the first school year (2025-26), and three GreenPower Type D all-electric, purpose-built, zero-emission BEAST and Mega BEAST school buses in the second school year (2026-27). The shool buses will rotate around the state in five pilot rounds each school year with each round lasting six weeks. GreenPower will install charging systems, provide training for the drivers, mechanics and the community’s first responder and help ensure a seamless testing period.

The contract between GreenPower and the state of New Mexico provides more than $5 million for the purchase of vehicles, cost of charging infrastructure and overall management of the pilot. GreenPower will support the implementation of the project from a location to be established in New Mexico. Based on voluntary requests to participate, school districts are currently being selected by the state to participate in the pilot. The manufacturing of the three Nano BEAST Access school buses is substantially complete and they will be ready for deployment for Round 1 the week of September 15.

“The New Mexico pilot project provides an opportunity to expand the reach of GreenPower’s zero-emission school bus product and gives parents, kids and school districts in the state the opportunity to evaluate the transition to all-electric, purpose-built school buses,” said GreenPower President Brendan Riley. “The project is leveraging the successful pilot that GreenPower conducted in West Virginia, but also has a concentration on evaluating charging options and infrastructure.”

The pilot will include both Level 3 DC fast chargers and Level 2 slow chargers for the Nano BEAST Access school buses, and will evaluate Level 3 DC fast charging in the second year with the BEAST school buses. A part of the second year will be a vehicle-to-grid (V2G) evaluation using the GreenPower Mega BEAST. The Mega BEAST is a 40-foot Type D all-electric, purpose-built, zero-emission school bus that delivers a class-leading range of up to 300 miles on a single charge because of its massive 387 kWh battery pack. The range of the Mega BEAST is greater than any electric school bus in it’s class. It has more uphill climbing power and the most compelling and cost effective V2G capability for a more stable electric grid and community sustainability in areas where it is deployed.

“We are particularly interested in evaluating charging as a part of the pilot project,” said Mark Roper, Director of the Economic Development Division within the New Mexico Economic Development Department. “Range, charging rates and grid resiliency are critical components of switching to all-electric, zero-emission vehicles.”

GreenPower is partnering with Highland Electric Fleets to install and implement the charging infrastructure necessary for the pilot. In a letter to the state, Highland’s Chief Commercial Officer Brian Buccella shared the company’s commitment to supporting GreenPower in assessing charging infrastructure and creating a reliable EV pilot project in New Mexico. “Our experience delivering and operating electric school buses at scale positions us well to assist in the successful execution of this pilot program. This initiative presents an opportunity to reduce transportation-related emissions in New Mexico communities, protect student health and modernize school transportation,” Buccella said.

About GreenPower Motor Company Inc.
GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo van and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. GreenPower was founded in Vancouver, Canada with primary operational facilities in southern California. Listed on the Toronto exchange since November 2015, GreenPower completed its U.S. IPO and NASDAQ listing in August 2020. For further information go to www.greenpowermotor.com

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