RENO, Nev. — School districts nationwide are opening the new school year with less money for student transportation, and three sessions at STN EXPO West challenged directors to change how and to whom they make their case for resources.

Ryan Hahn of Strategic School Consultants presented back-to-back sessions, “Budgeting in Uncertain Times: Navigating the Fiscal Cliff Without Losing Ground” on July 12 and “Advocating for Resources: How to Get a Seat at the Table Before the Cuts Are Already Made” on July 13. Another session presented later during STN EXPO West on July 14 by Tim Purvis focused on using AI to help with budgeting decisions.

Hahn started as a school bus driver in college 26 years ago and went on to direct transportation, maintenance and operations for districts in Washington state and Oregon. He earned a chief business official certification through California’s Fiscal Crisis and Management Assistance Team (FCMAT), served as chief financial officer of a 25,000-student Washington district, and now owns Strategic School Consultants.

Federal pandemic relief is spent, Hahn said, and districts that used that one-time money to fund recurring positions are paying for it now. Add inflation, fuel volatility and liability costs — he said insurance at his former district rose 150 percent in 10 years — and operations departments are absorbing across-the-board reduction targets.

“Every operational unit is going to have to cut 10 percent of their budget,” Hahn said, describing a conversation he said is playing out across the country. “You cannot defer a bus ride.”

His central argument was that transportation directors lose budget fights before the budget is built. Most, he said, live entirely in an operational network — covering routes, filling trips, solving problems — and never develop the personal and strategic networks that determine who and what gets funded.

“Your value as the leader of the unit dictates what you get in your unit, every single time,” he said.

That means lateral and vertical relationships with principals, executive directors and the superintendent, not just the CFO. It also means translating requests into the language cabinet members already use. Hahn told attendees to find their board’s adopted strategic goals and tie every ask to one of them.

He urged directors to request a copy of their district’s position control, the roster of every funded position with wages, steps and employer-paid benefits. Staffing consumes 86 percent to 90 percent of a transportation budget, he said, yet many directors have never seen the document. Districts resist adding lines to position control because it shifts staffing ratios districtwide, he said, so directors who need to pilot a new function should ask instead for substitute dollars or contracted services, which are treated as temporary expenses.

Hahn also warned that efficiency can be punished in reimbursement states. After cutting roughly $1 million in overtime at an Oregon district, he said, his CFO called him into a meeting but not to thank him. The savings reduced the following year’s reimbursement. He was told to spend the money on purchasing new buses.

Funding models differ sharply, he noted. Oregon reimburses roughly 70 cents on the dollar. California reimburses about 60 percent of eligible operating costs but excludes capital purchases such as school buses. Washington funds based on ridership, routes and destinations and maintains a vehicle replacement fund, though the legislature recently extended the replacement cycle from 13 years to 15.

On electric school buses, Hahn advised directors to follow board priorities but to be candid about range and infrastructure limits. Remaining grant money, he added, generally requires an older diesel bus as a trade-in. He cautioned against buying every technology product from a single vendor.

“It costs a lot to get divorced and remarried to another product,” he added.

Deferred maintenance was a recurring theme. Directors should cost out preventive maintenance cycles, track fuel economy and failures by brand, and bring trend data, not feelings, to the business office. Hahn told the room not to volunteer training and conference dollars when cuts are demanded.

For advocacy beyond the district, he recommended working through state school business and transportation associations rather than lobbying independently and aligning with the National Association for Pupil Transportation where interests match.

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Related: (STN Podcast E316) Recap STN EXPO West: Harmonicas, Great Gatsby & Transportation Teambuilding
Related: Fuel Choice, Budgets & Fresh Ideas
Related: (STN Podcast E309) Summer’s Here & So Is a Budget Cliff: Advocating for Transportation Solutions
Related: State Budget Calls for Real-world Range Testing for Electric School Bus Sales

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The Role of AI

In a separate session, Purvis, principal and founder of consultancy Pupil Transportation Information and a former California director of transportation with four decades in the industry as well as a California FMCAT member, walked attendees through using artificial intelligence in budget decision-making. His message: AI is a tool, not a decision maker, and its value depends almost entirely on the prompt and the data behind it. And, of course, verify the result.

Purvis demonstrated a case study built from an actual client — 58 approved driver positions with 12 vacancies, 20 general education routes, 30 special education routes, an aging fleet and rising overtime. His actual prompt ran more than two pages. The output flagged driver vacancies as the leading cost driver, projected expenditures rising from $4.8 million to $5.8 million over four years, and recommended stabilizing labor before expanding the fleet. It also provided bell schedule optimization, which Purvis called one of the largest budget levers after labor, without being prompted.

The three-year projection, he said, is what secured the school district with a fully funded vehicle replacement schedule.

He cautioned against uploading a proposed budget that has not been adjusted midyear, said inaccurate data should be left out entirely, and warned that student identifiers routinely appear in routing exports sent outside the district. Once uploaded to an AI system, he said, it cannot be recalled.

“Verify all calculations,” Purvis said. “We’re human, we make mistakes.”

Article written with the assistance of AI and session transcripts.

The post Learn Budget Language Before Cuts Come, STN EXPO West Consultants Advise appeared first on School Transportation News.

In June 2026, Zonar and School Transportation News surveyed 128 transportation professionals across the United States to understand where student transportation departments stand heading into the 2026-2027 school year. Showcasing fleet sizes from under 50 buses to 300 or more, and spanning roles such as transportation directors, operations managers and fleet leads, the result is a clear picture of the workforce gaps, budget pressure and technology decisions shaping the season ahead.

Inside the report:

• Why driver staffing remains the defining pressure of the back-to-school season
• The real distance between “mostly prepared” and ready for the first day
• How flat and shrinking budgets are reshaping technology decisions for 2026
• Where the 64% who are still investing are putting their technology dollars this year
• Who actually holds final purchase approval, and how long the process takes
• The moves that close preparation gaps before the first bus rolls

Download the complimentary report to see how your fleet compares.

Fill out the form below and then check your email to get the report.

The post (Free White Paper) 2026 Back-to-School Readiness Report appeared first on School Transportation News.

Will costs keep going up for school transportation operations in the 2026-2027
school year? It depends. Several factors impacted this past year’s school transportation budget, and the most notable line-item increase was likely to your fuel costs.

New school district budgets are rolling out this month for most operations, and I’ve been told that transportation department budgets remained flat or down in most cases. What is going to change if you don’t take action to defend against future fuel volatility? More cuts? Ugh.

I recently spoke with an executive at a private school bus contractor, who was surprised to learn that school districts rarely use fuel hedging. He explained that the strategy helps create more predictable costs and protects his company and customers from sudden fuel price swings.

A transportation director I spoke with described fuel hedging as gambling, but I see it differently. It’s a practical way to manage costs and reduce budget uncertainty. While fuel prices can rise or fall, recent trends suggest increases are more likely than decreases.

School districts should consider this strategy because fuel price volatility directly threatens core operations and educational priorities in a way that private companies can often pass on to customers. Recent years have shown districts scrambling, consolidating routes, dipping into reserves, deferring maintenance or fleet purchases, or cutting programs, when diesel fuel spikes.

Hedging treats fuel cost risk like insurance: You pay a premium (in the form of potential opportunity cost or fees) for protection against worst-case scenarios. For entities with predictable, high-volume consumption like school buses, it aligns well with annual budgeting cycles.

Will fuel volatility change the way school transportation operators consider purchasing new school buses? I predict we will see higher consideration for alternative fuels like propane and electric instead of diesel or gasoline.
Cypress-Fairbanks Independent School District in the Houston, Texas area—the largest school bus operation in the state—has no current plans to purchase diesel school buses as it focuses on propane and electric, said Bobby Williams, assistant director of transportation for fleet maintenance.

According to an STN readership survey of 636 subscribers conducted in April, respondents indicated purchase intent of new diesel buses, engines and components at 26 percent, new gasoline buses at 11 percent and new alternative fuel buses and infrastructure (propane, electric, CNG) at 10 percent.

The school bus and larger commercial truck industry will need to adjust to the EPA’s 2027 heavy-duty emissions rule that tightens nitrogen oxide and particulate matter emissions limits. The EPA is expected to release its revised final rule this month to address increased production costs tied to major engineering redesigns and, more specifically, warranty costs.

The EPA is also expected to announce the return of the five-year, $5-billion Clean School Bus Program, which has been on hiatus since January of last year. The agency indicated in an RFI published earlier this year that it was considering adding biodiesel and renewable diesel as fundable fuel types.

Another tactic to address rising fuel costs is the use of technology. Have you leveraged artificial intelligence (AI), data analytics and your routing software partners to help? AI-powered routing software analyzes traffic, weather, construction, and student address data to create the most efficient, fuel-saving routes. The integration of onboard tablets allows for turn-by-turn directions
and student manifests. These systems adapt in real time, helping buses avoid delays and improve on-time performance. These systems help cut fuel use, reduce
emissions and improve operational costs.

Fleets should consider utilizing more data-driven decision making in their operations. AI platforms collect and analyze transportation data to identify trends, inefficiencies and improvement opportunities. Dashboards visualize everything from ridership to route efficiency to behavior incidents, helping administrators make informed decisions. Improved operations, better budgeting and resource allocation, and stronger alignment with academic goals. By leveraging AI and emerging technologies, school districts are turning the daily commute into a strategic asset.

The road to and from school can be a dynamic, data-rich and fuel-consuming journey, but it’s all mission critical for any school transportation operation. Economic hardships force us to adapt and transform the outcomes should enhance performance, safety and empower transportation teams with the tools they
need to succeed in the future.

I recommend considering fresh ideas and leaning on your business partners as you look towards the 2026-2027 school year and beyond.

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

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Related: Alternative to Fueling Discomfort
Related: Fuel Theft Attempt Ends in Fire, Destroying Grace Academy Bus in Washington
Related: (STN Podcast E309) Summer’s Here & So Is a Budget Cliff: Advocating for Transportation Solutions
Related: Watch: School Budgets Affected by High Diesel Prices

The post Fuel Choice, Budgets & Fresh Ideas appeared first on School Transportation News.

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

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

But what does V2G look like in practice?

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

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

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

Start With the Utility, Not the Electric School Buses

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

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

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

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

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

V2G Is About More Than Selling Power

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

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

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

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

Fremont’s Biggest Lesson: Nobody Can Do V2G Alone

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

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

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

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

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

Be Ready for Delays and Complexity

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

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

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

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

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

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

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

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Understanding the Financial Case of V2G

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

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

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

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

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

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

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

Written with the assistance of AI and a session transcript.

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

RENO, Nev. — With federal safety regulators pressing for alcohol-detection technology on school buses and reports of impaired drivers ticking upward, the last line of defense against a drug- or alcohol-affected driver pulling out of the yard remains one person: The supervisor. 

A two-hour certification class at STN EXPO West conference handed those supervisors a legally grounded, step-by-step playbook for recognizing impairment, ordering a test and documenting every move.

The Friday afternoon session, “Supervisory Reasonable Suspicion Training,” satisfies U.S. Department of Transportation regulations and was led by Tonica Lathrop, president of Reno-based Sinnett Consulting Services. She is a 30-year veteran of drug and alcohol compliance work who now advises roughly 1,400 clients across Nevada, California and beyond.

Her central warning: Reasonable suspicion is the single most common point at which an employer gets sued over its drug and alcohol program because ordering a test means accusing someone of impairment. Employers lose those cases, she said, for one of two reasons. They fail to follow their own policy or apply it inconsistently.

“You don’t want to put your head in the sand,” Lathrop said, describing the human temptation to explain away warning signs in an employee, a child or a friend.

Ignoring the indicators, she added, exposes both the district and the individual supervisor to liability if an impaired driver later crashes.

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Related: Alcohol Detection Systems in School Buses Among Latest NTSB Recommendations

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The Reasonable Suspicion Protocol

Lathrop stressed that the supervisor is rarely the first to notice a problem. Tips usually come from another employee or a member of the public. Whatever the source, she said, the report demands the supervisor’s own investigation. She advised never basing a test solely on hearsay. Instead, supervisors should gather their own documentable evidence before acting.

When indicators are present, she laid out a sequence. First, remove the driver from duty.

“I always stop duty, period,” she said, regardless of the task.

Second, bring in a second observer, a step not required by regulation but one she strongly recommends. Crucially, that second supervisor should not be told what to look for, so their observations stand on their own. Testing should not be delayed while waiting for the observer, she cautioned, because most substances other than marijuana clear the body quickly.

The resulting conversation with the employee must be confidential, not held in a break room or a parking lot. The cause could be explained by a prescription or a medical condition, and a reasonable suspicion test, unlike a random or post-accident test, is not something coworkers should witness.

A refusal of a test by the employee, she noted, is treated as a positive.

Transporting the employee to the collection site carries its own risks. Lathrop recounted two trips in which impaired employees grabbed her steering wheel — once on Interstate 15 in Las Vegas. She warned supervisors never to drive an erratic employee alone or in a personal vehicle, where liability falls on the supervisor and their personal insurance.

She recommended a second person be present during the ride for volatile drivers. Employers should opt to use a mobile collection unit, where available, and arrange a safe ride home. If an employee refuses and drives off, she advised calling 911 and framing the call strictly around safety and facts. And she urged always running both a drug and an alcohol test because impaired drivers frequently have more than one substance in their system.

Above all, document. Court challenges arrive not two weeks later but 18 months later, Lathrop said, when memories have faded. Supervisors should record what was said, who reported it, the employee’s responses, the specific indicators, and the timeline, even if the employer ultimately decides not to test.

She also noted that school districts and companies need to have in their drug and alcohol policies how they will handle an employees who ultimately test to a 0.04 percent blood-alcohol content, the federal threshold for CDL holders to be considered driving while intoxicated. But what if the driver tests below 0.04? They are not fit to drive.

The organization will need to have a policy for how to address the employee, if they are to be reassigned for the rest of the day, they are suspended with or without pay, or they are simply sent home.

A Shifting Drug Landscape

Much of the class addressed how impairment now hides in plain sight. Marijuana, Lathrop said, has been transformed by legalization. The average potency of THC in marijuana has climbed from 2- to 4 percent before legalization to roughly 30 percent when bought from dispensaries. The percentage can be even higher in edibles.
She linked broader legalization to about a 30-percent rise in workplace vehicle accidents and an 8-percent increase in OSHA-reportable injuries.

Lathrop noted that flavored vapes make marijuana far harder to detect by smell. Its telltale sign on the job, she
said, is time distortion such as missed deadlines, tardiness and late pickups worth documenting.

She walked through the rest of the DOT five-panel test — including cocaine, methamphetamine, opioids and PCP in addition to marijuana — then flagged a longer list of threats that do not appear on it, including synthetic drugs,
ketamine, alcohol-spiked energy drinks, and “krokodil.”

The gravest, she said, is fentanyl, now widely used to lace other street drugs. She cited local tragedies, including Reno high school students who died after taking counterfeit pills, and a group near South Lake Tahoe who died in 2024 after using cocaine cut with fentanyl.

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Related: Former School Bus Driver Charged With 37 Felony Counts After DUI
Related: Florida School Bus Driver Charged With DUI, Child Neglect After Crash
Related: FMCSA Releases Advice on New CDL Alcohol and Drug Clearinghouse
Related: Former Indiana School Bus Driver Charged with Driving Students While Intoxicated
Related: Federal Drug and Alcohol Clearinghouse Finds 46K Driver Drug-Related Violations

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What to Watch For and What Not To

For all the pharmacology, Lathrop kept returning to observation. The indicator list supervisors receive is drawn from court cases, she said, but no single sign is proof. Weariness or a blank stare could mean nothing on its own. Alcohol can justify a test on smell alone but drugs require a pattern.

“You have to build a case,” she said.

Her top physical tell is pupil size. In an average-lit room, a pupil should fill about half the iris and should respond to changes in lighting. A pupil that stays fixed, or an employee who abruptly puts on sunglasses, is a red flag. She also pointed to behavior, speech and body odor, distinguishing fresh alcohol from the “stale” smell that can still fail a next-morning breath test.

And she cautioned supervisors against overplaying the role. “Don’t be a creeper,” she said, waving off binoculars and stakeouts.

Everything a supervisor needs, she said, comes from a straightforward and well-documented conversation.

This article written with the assistance of AI from a session transcript.

The post Reasonable Suspicion Training Sharpens Supervisors’ Eye for Impaired School Bus Drivers appeared first on School Transportation News.

Patrick Industries and LCI Industries, the parent company of Lippert Components, have entered into a definitive agreement to combine in an all-stock merger that would create one of the largest component suppliers serving the recreational vehicle, marine, housing and transportation industries, including the school bus market. The transaction remains subject to shareholder and regulatory approvals and is expected to close during the first half of 2027.

Under the agreement announced June 30, LCI shareholders would receive 1.244 shares of Patrick common stock for each LCI share they own. Following the merger, Patrick shareholders would own approximately 52 percent of the combined company, while LCI shareholders would own the remaining 48 percent. Lippert acquired Trans/Air and Freedman Seating last year.

Patrick CEO Andy Nemeth would lead the combined company as chief executive officer, with Patrick Director Todd Cleveland serving as board chair and Lippert Interim CEO Johnny Sirpilla serving as vice chair. Headquarters remain in Elkhart, Indiana.

During a joint investor call, Patrick executives described the transaction as a combination of complementary businesses rather than a traditional acquisition, emphasizing expanded product offerings, broader aftermarket capabilities and increased engineering resources. Leadership said the companies share similar operating cultures and customer-focused strategies, positioning the combined organization to deliver more integrated solutions across multiple end markets.

For the school transportation industry, the proposed transaction would bring together several suppliers already familiar to school bus manufacturers and operators. Lippert has expanded its presence in the commercial and school bus markets through acquisitions that included HVAC manufacturer Trans/Air Manufacturing and seating supplier Freedman Seating. Those businesses will become part of the combined Patrick organization if the merger receives approval.

Patrick said the merger is expected to generate more than $150 million in annual run-rate synergies through purchasing efficiencies, supply chain optimization, manufacturing improvements and corporate cost reductions. Company officials added that the combined business is expected to produce stronger cash flow, maintain disciplined capital allocation and continue investing in automation, product development and strategic acquisitions.

Executives told investors the combination is intended to strengthen relationships with original equipment manufacturers by offering a broader portfolio of engineered components while increasing scale across manufacturing, distribution and aftermarket support. Patrick also highlighted Lippert’s established aftermarket distribution network as a strategic advantage that could help reduce dependence on cyclical OEM production.

The transaction must still receive approval from shareholders of both companies, satisfy customary closing conditions and obtain required regulatory clearances before it can be completed.

This article written with the assistance of AI and company press releases.

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Related: Lippert Grows School Transportation Reach with Acquisition of Freedman Seating
Related: Trans/Air Says Acquisition a Strategic Business, Culture Move for Family-Run Company
Related: Update: I Squared Completes Acquisition of National Express School Bus Contractor

The post Proposed Merger Would Include Trans/Air, Freedman Seating appeared first on School Transportation News.

The student transportation driver shortage is not news, and the 2026 data confirms it is still top of mind for fleet managers. 75% of transportation professionals rank driver availability as their top concern heading into fall, holding across every fleet size and operation type.

On July 30, Zonar and School Transportation News bring together a panel of experts for a live look at where the industry stands and how purpose-built technology supports teams running short-staffed. Walk away with data, context and practical steps your operation takes into the 2026-27 school year.

What we’ll cover:

• Why 75% of transportation professionals rank driver availability as their top concern, and what the long-term data says about where this is headed
• Why only 15% of districts say all systems are confirmed for fall, and what the preparation gap costs on day one
• How flat budgets buy less in 2026 than they did in 2025, and where the 64% of districts investing in technology are putting their money
• How fleet tech can be an ally in this fight: one unified system, end-to-end safety, proven hardware and everything included at no extra cost
• Practical steps for transportation leaders on where to focus technology investment heading into the 2026-27 school year

Brought to you by Zonar

 

REGISTER BELOW:

 

Featured speakers:

Malinda Sandhu
Director, Strategic Accounts
Zonar

Malinda Sandhu leads strategic account relationships at Zonar, working directly with transportation directors to translate operational challenges into technology solutions. With more than 20 years in transportation, she has watched safety technology, automated enforcement and fleet electrification reshape the industry across North America. Her work connects vendors, operators, regulators and industry partners, turning innovation into revenue, partnerships and scalable market growth. She also founded Malinda Sandhu Innovation Partners, advising transportation, mobility and K-12 pupil transportation organizations on strategy, partnerships and growth.

Valeria Rios
Product Marketing Manager
Zonar

With seven years in the industry across support and marketing, Valeria translates product capabilities into real-world value for fleet operators. She built her foundation leading customer support teams through complex technical and operational issues, gaining first-hand insight into how fleets actually use Zonar products day to day. Now she works across product, engineering and regional leadership teams to guide platform initiatives, drive adoption and keep operations aligned.

The post (Free Webinar) Short-Staffed and on Schedule: Tackling the Student Transportation Driver Shortage appeared first on School Transportation News.

SAN FRANCISCO, Calif. —Samsara Inc. (“Samsara”) (NYSE: IOT), the pioneer of the Connected Operations Platform, today announced the winners of its 2026 Connected Operations Awards, recognizing the remarkable achievements of its customers in safety, efficiency, sustainability, and innovation. The annual awards program honors organizations and individuals across North America and EMEA who demonstrate the clear benefits of AI-powered operations.

“The winners of Samsara’s Connected Operations Awards are proof that AI represents a fundamental shift in how work gets done—one that’s already saving lives and cutting costs,” said Robert Stobaugh, Chief Operating Officer at Samsara. “The submissions told stories of safer workers, more efficient operations, and real impact for communities. What unites every winner is a team that refuses to settle, and we’re proud to work alongside them.”

Introducing the 2026 global award winners:

U.S. and Canada: Discover their stories

Safest Operator: Utility Supply & Construction Company

Innovation in Sustainable Operations: Massey Services

Digital Transformation of the Year: Enercare

Most Innovative Workforce: Tyson Foods, Inc.

Technology Leader of the Year: David Perez, Vice President of Safety, First Student

Driver of the Year (U.S.): Darrin J. Lonsdale, Action Resources

Driver of the Year (Canada): Jessie-Lee Beaudoin, Whitewater Management LP

Mexico: Discover their stories

Safest Operator: Grupo Aralo

Digital Transformation of the Year: Royal Transports

Excellence in Physical Security: Transportes MexAmerik

Driver of the Year: José Rigoberto Carrera Ruiz, Flecha Amarilla

EMEA: Discover their stories

Safest Operator (UK): Speedy Hire

Safest Operator (Germany): SafeDriver ennoo

Excellence in Driver Engagement: Sysco GB

Most Sustainable Operations: Lanes Group

Industry Innovator: Renew Holdings plc

Driver of the Year: Richard Meehan, JLL

A snapshot of the impactful results winners drove with Samsara:

Utility Supply & Construction Company achieved a 98% reduction in insurance claim costs, dropping from a historical high of $1.4M to just $22K midway through the current policy year

Massey Services saved $1.3M in fuel costs in one year with centralized fuel reporting and idling alerts

Enercare reduced operating costs through better vehicle utilization, cutting vehicle dormancy by 26%

Grupo Aralo dropped its collision risk per mile by 70% while increasing its Security Score by 164% in Mexico

Lanes Group digitized 1.3M form submissions per year and reduced vehicle idling by 83%, improving efficiency across the business

“With fuel costs where they are today, every gallon matters. Samsara helped us save more than a million dollars in fuel costs in a single year and changed how we manage our fleet,” said Bryan Campbell, Director of Risk Management at Massey Services. “Our safety program benefitted too. We’ve reduced accidents by 35% and traffic violations by 88%. When you find a partner who genuinely understands your operations, the results show.”

Further information about the awards:

Learn more about the winners from the U.S. and Canada, Mexico, and EMEA

Read about the winners for Excellence in Performance in the Public Sector, Dallas Fort Worth International Airport and Garden City Public Schools, announced at Samsara Go Beyond Public Sector

About Samsara
Samsara (NYSE: IOT) is the pioneer of the Connected Operations® Platform, which is an open platform that connects the people, devices, and systems of some of the world’s most complex operations, allowing them to develop actionable insights and improve their operations. With tens of thousands of customers across North America and Europe, Samsara is a proud technology partner to the people who keep our global economy running, including the world’s leading organizations across industries in transportation, construction, wholesale and retail trade, field services, logistics, manufacturing, utilities and energy, government, healthcare and education, food and beverage, and others. The company’s mission is to increase the safety, efficiency, and sustainability of the operations that power the global economy.

Samsara is a registered trademark of Samsara Inc. All other brand names, product names or trademarks belong to their respective holders.

All statistics and expectations listed herein are provided by Samsara’s customers.

The post Samsara Announces 2026 Connected Operations Award Winners appeared first on School Transportation News.

Push-to-Talk over Cellular (PoC) is the next generation in nationwide radio systems with instant group calling and dispatching. Modern PoC radio systems are transforming school transportation communications with improved student safety and more efficient operations and logistics. This white paper will review how PoC works and the key benefits, the different types of PoC devices and systems, and integration options that are available.

Key takeaways from this informative white paper:

• How PoC systems work utilizing multiple 4G/5G/LTE cellular networks
• How GPS and fleet dispatching works and the key benefits
• How large school districts can manage and operate their own PoC system
• The different types of PoC devices, including handheld and mobile radios
• The significant difference between different PoC vendors and systems
• How to easily add PoC radios and wide area coverage to existing two-way radio systems

Fill out the form below and then check your email to access the guide.

The post (Free White Paper) Push-to-Talk Over Cellular (PoC) for Student Transportation appeared first on School Transportation News.

In celebration of the U.S.’s 250th birthday, an upcoming panel discussion at the STN EXPO West conference will feature military veterans turned student transportation leaders as they share the experiences that influenced how they operate and lead.

The “Military Inspired Leadership in Student Transportation” session will be held on Tuesday, July 14. Moderated by STN Editor-in-Chief Ryan Gray, this panel discussion will give attendees insights into how the military gave several industry leaders invaluable insights into how to lead student transportation operations at their districts.

Panelists Bernando Brown, director of student transportation at Dekalb County Schools in Georgia, and Darryl Dotson, Jr., assistant director of transportation at Fountain Fort Carson School District in Colorado served are veterans of U.S. Army. Alfred Karam, retired director of transportation at Shenendehowa School District in New York, served in the U.S. Marine Corps before moving to the world of school buses and student transportation.

The military veterans will not only share their backstories that led them to leadership roles but also the important work ethics learned along the way. They will also share the military leadership principles that translated into practical strategies for student transportation operations, such as servant leadership, workplace culture and taking ownership as a leader.

Attendees will have a unique overview of building readiness-driven systems, cultivating talent internally, creating consistent operational performance and how an armed forces training mindset can assist in thriving in high-pressure environments. They will also learn more about the people skills needed to lead a successful team, including active listening, building relationships, effective communication as well as avoiding common bad leadership pitfalls.

Drawing on their individual experiences and journeys, the military veterans will equip attendees to adopt a proactive, prepared mindset that will be invaluable in an industry where safety and reliability is essential.

STN EXPO West will be held July 9-15 at the Peppermill Resort in Reno, Nevada. Attendees will have access to a week of educational sessions based on the challenges facing the industry, training classes to improve operations, networking events to bring peers together for problem-solving and innovative experiences such as the Ride and Drive/Live Product Demo, the STN EXPO Trade Show and the Transportation Director Summit. Register at stnexpo.com/west.

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Related: Professional Development Training for Rising Student Transportation Leaders at STN EXPO West
Related: STN EXPO West Features Dynamic Networking Events for Student Transportation Industry
Related: WATCH: Active-threat Response Training Subject of Opening STN EXPO West Session

The post Military Veterans to Share Leadership Lessons for Student Transporters at STN EXPO appeared first on School Transportation News.

A webinar explored how school districts can evaluate school bus radio communication systems based on reliability, coverage, scalability, safety features and total cost of ownership.

During Thursday’s webinar sponsored by Hytera, Marketing Director Ty Estes and Director of Engineering Morné Stramrood compared Digital Mobile Radio (DMR) systems and push-to-talk over cellular (PoC) solutions, explaining their advantages, limitations and use cases for student transportation.

“Radios are critical to school operations, logistics and student safety,” Estes declared, adding that reliable communication helps transportation departments, school staff and emergency responders coordinate their efforts.

Understanding Modern DMR Systems

Stramrood began with a technical overview of land mobile radio standards and the growing adoption of digital technologies.

“DMR is an industry standard. This is a very good thing,” he said.

He explained that benefits include increased call capacity, superior voice quality, reduced interference, longer battery life and better range.

Stramrood said school districts still operating analog radios can move to digital systems without completely replacing existing equipment. Many DMR radios support both analog and digital operation, allowing districts to transition gradually.

He reviewed the flexibility of modern DMR systems, including group calls, individual calls, emergency alerts, text messaging and centralized dispatching capabilities.

Additionally, school districts can organize users into communication groups for transportation, security, maintenance, administration and emergency operations. He said districtwide call groups can connect multiple campuses under a single communications platform.

Communications During Emergencies

Safety and emergency response remained a recurring theme throughout the webinar.

Stramrood shared examples of emergency notification capabilities that allow transportation directors to quickly alert school bus drivers during critical incidents, such as active shooter situations. Dispatchers can send emergency messages directing buses to predetermined safe locations until officials issue an all-clear notification.

He also highlighted safety features including GPS tracking, emergency call functions and location-based services. He also explained how districts can integrate modern radio systems with gate access control systems and public address networks.

Expanding Coverage and Capacity

Communication challenges in larger school districts often extend beyond a single campus or transportation facility.

There are several methods for expanding radio coverage, Stramrood noted. Repeater systems increase radio range and reliability when buildings or terrain create coverage barriers. Internet Protocol (IP) systems provide a cost-effective way to connect multiple locations across broader geographic areas. Trunking architectures support more simultaneous users and communication groups.

Since communication needs vary among districts, Stramrood stressed that transportation leaders should consider future planning and scalability when selecting a system.

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Related: Webinar Explains School Transportation Radio Systems
Related: Minnesota Student Radios Help After School Bus Driver Suffer Medical Emergency
Related: (STN Podcast E220) The Future: Bus Garage Tech, Illegal Passing Survey, Radios for Safety
Related: The Voice on the Radio

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Leveraging Push-to-Talk Over Cellular

The second half of the webinar examined push-to-talk over cellular technology, which uses commercial LTE and Wi-Fi networks instead of dedicated radio frequencies.

Unlike conventional radio systems that require FCC frequency licenses and supporting infrastructure, Estes explained that PoC systems operate through cloud-based platforms and existing nationwide cellular networks. PoC devices can support multi-carrier SIM cards, helping maintain coverage when one network is unavailable.

He shared that advantages of PoC technology include nationwide coverage, lower upfront costs, rapid deployment, end-to-end encryption and voice or video applications.

Districts can deploy PoC technology through purpose-built handheld radios, vehicle-mounted mobile radios and ruggedized smart devices that can run business applications, Estes stated.

He showed how the technology also equips transportation departments with GPS tracking, geofencing, instant group voice and video calling, dispatch applications, and centralized management tools to monitor assets and personnel in real time.

Choosing the Right School Bus Radio Solution

Rather than positioning DMR and PoC as competing technologies, Estes and Stramrood emphasized that each serves different operational needs.

DMR systems offer dedicated communications infrastructure and may be a better fit for districts focused on mission-critical reliability. PoC solutions provide broad geographic coverage and lower deployment costs while leveraging existing cellular networks.

Before making a purchase, Estes encouraged transportation leaders to work with experienced radio dealers and evaluate equipment firsthand.

“Get a demo,” he advised, noting that many dealers can provide loaner equipment so transportation departments can test radios in real-world operating conditions.

“Make sure you get the devices that are right for your school district and not the devices that happen to be available,” he cautioned.

Hytera will display its communications options at its booth during the STN EXPO West Trade Show in Reno, Nevada, on July 13-14.

Watch the webinar on demand.

This article was written with the assistance of AI.

The post DMR or PoC? Choosing the Right Radio System for School Buses appeared first on School Transportation News.

Six school districts across North America are being recognized as 2026 Top Transportation Teams, an annual award highlighting excellence in school transportation operations based on employee feedback on workplace culture, at STN EXPO West in Reno, Nevada.

The fourth-year program, developed by school bus software and hardware company Transfinder, evaluates school transportation departments using anonymous surveys completed by team members. Respondents assess areas such as workplace culture, leadership, access to resources, career development and incentives, with winners determined solely by survey results.

This year’s honorees at the STN EXPO West conference represent districts in four states and are divided into two categories based on department size.

In the category for departments with more than 100 employees, winners include Franklin Township Community School Corporation in Indiana, Hoover City Schools in Alabama, and Rockwall Independent School District in Texas.

Among departments with fewer than 100 employees, winners are Franklin Square Union Free School District and Pembroke Central School District, both in New York, and Wa-Nee Community Schools in Indiana.

Wa-Nee stood out by becoming the first school district to win the award three consecutive years, having also been recognized in 2024 and 2025. Pembroke Central also recorded its third overall win, previously earning the distinction in 2023 and 2025. Hoover City receives its second consecutive win.

Organizers said participation and response rates continued to increase this year, raising the benchmark for qualifying scores as more departments engaged with the survey process.

In a statement, Antonio Civitella, president and CEO of Transfinder, said the results reflect a broader trend of departments using employee feedback to improve operations and workplace environments.

“All these winners see the value of the Top Transportation Teams program, and it shows by the response rates of their teams and the scores they received,” he said, noting that participating districts often make adjustments based on survey results to strengthen team culture and support staff.

Each winning team will receive a full scholarship to attend STN EXPO West in Reno, Nevada, and one team leader per district will have travel and lodging covered. During the event, leaders from the winning districts are scheduled to participate in a panel discussion focused on building and sustaining high-performing transportation teams, set for a general session lunch on Monday, July 13 at the Peppermill Resort Casino in Reno, Nevada.

Written with the assistance of AI.

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Related: Workplace Culture Secrets of Six Top Transportation Teams
Related: Culture That Rocks: Turning Everyday Moments into Unforgettable Experiences
Related: Transportation Directors Receive Rock Star Training on Driver Retention

The post Six School Districts Named 2026 Top Transportation Teams appeared first on School Transportation News.

New data shows that nearly three-quarters of all registered school buses are powered by diesel, even as the U.S. Environmental Protection Agency Clean School Bus Program is expected to extend federal funding to include the fuel.

The S&P Global Mobility TIPNet data for December 2025 indicates internal combustion engines account for 98 percent of all power in U.S. commercial vehicles, 76 percent being fueled by diesel. Gasoline is powering 23 percent followed by 0.5 percent natural gas and propane. Electric vehicles account for the other 0.5 percent.

A deeper analysis conducted this spring by the Engine Technology Forum (ETF) found that school districts are opting to replace their aging school bus fleets with diesel. The ETF said 72 percent of the 2010 and newer model-year school buses are diesel, a 5-percent increase from 2023. The diesel buses rely on SCR and particulate matter filters, the latter introduced in 2007, to reduce levels of PM and nitrogen oxide, or NOx, by more than 90 percent compared to pre-2007 engines.

“Fleet turnover is one of the most effective tools we have to improve air quality today,” said Allen Schaeffer, executive director of ETF, in a statement last week. “The increasing share of 2010 [and older] model-year diesel buses show that school districts are making practical, cost-effective investments that deliver immediate environmental and operational benefits for students.”

Meanwhile, diesel school buses make up over 87 percent of the total fleet of school buses. The ETF analysis found about 18 percent of the national fleet regardless of fuel are pre-2007 model years.

The analysis also found that electric school buses account for only 1.1 percent of the national fleet. Meanwhile, ETF said a news report last year indicated propane school buses make up about 5 percent of the national fleet.

Diesel School Buses to Further Benefit from Federal Rulemaking, Funding?

The school bus and larger commercial truck industry await a new final rule on 2027 NOx and PM levels from the EPA, which is expected this summer. EPA is also expected to announce the return of the five-year, $5-billion Clean School Bus Program, which has been on hiatus since January of last year. The agency indicated in an RFI published earlier this year that it was considering adding biodiesel and renewable diesel as fundable fuel types.

“If we get back to the idea that an EPA program on school buses is to bring the most benefit to the most school districts to make school bus emissions cleaner, using renewable fuels ranks high on the list of accessible and affordable and good options,” Schaeffer, told School Transportation News.

Additionally, Congress is currently debating increased funding through the Diesel Emissions Reduction Act. Senate bill 2235 and would also increase spending to $100 million for each fiscal year 2026 through 2029, according to the Congressional Budget Office. H.R. 2140 contains the same spending amounts and remained in the Energy and Commerce committee.

An online STN survey of transportation directors conducted in April indicated that only 11 percent of 193 respondents are prioritizing electric or alternative school bus purchases for the upcoming school year compared to the previous school year. Diesel school buses also continue to be the most common fuel type, according to registrants of next month’s STN EXPO West conference who are signed up to attend the Transportation Director Summit.

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Related: Survey: Half of School Districts Paying At Least 6% More for Diesel
Related: Propane Grabs Spotlight as Fleets Seek Less Expensive, Cleaner Fuel
Related: Engine, Truck Manufacturers Support EPA Easing Derate of SCR Diesel Emissions Controls

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Still, some school districts are maintaining previous plans to phase out diesel and expand electric and propane school bus purchasing. Cypress-Fairbanks Independent School District in the Houston, Texas area — the largest school bus operation in the state — has no current plans to purchase diesel school buses as it focuses on propane and electric, said Bobby Williams, assistant director of transportation for fleet maintenance.

He said propane now represents 41 percent of the district’s fleet, with diesel coming in second at 34 percent.

Pittsburg Unified School District near San Francisco, California, operates a small fleet of 33 buses, with nine powered by renewable diesel.Matthew Belasco, the district’s director of transportation, cited California’s 2035 mandate to transition to zero-emissions school buses as a leading reason why fellow districts have moved away from diesel, despite technically still being able to purchase them for the next nine years.

The district currently operates seven electric school buses and 17 propane.

“Most state and federal funding programs have been focused on supporting zero-emission and, in some cases, low-emission alternatives, like propane,” he added. “We got some funding for propane a few years ago. Generally, though, districts that seem to be looking to replace buses have moved toward electric or propane options.”

The post Diesel School Buses Continue Market Domination Amid Move Toward Lower-Emission Alternatives appeared first on School Transportation News.

In this presentation you will learn about the latest innovations in radio communications and dispatching solutions for K-12 education and student transportation.

Whether you are deploying a new radio and GPS location tracking system or looking to add range and capacity to your existing system, this presentation will help you determine the best solutions for your school or district. We will present an overview of current two-way radio systems and standards that use licensed UHF and VHF frequencies, and nationwide 4G/5G/LTE Push-to-Talk over Cellular (PoC).

Here are some of the valuable take-aways from this complete guide to two-way radio communications webinar:

• How to choose the best radio system for your specific coverage and call capacity requirements
• How to migrate from analog to digital for improved performance
• How to extend the range and expand the capacity of your existing radio system

Brought to you by Hytera

 

REGISTER BELOW:

Presenters:

Ty Estes
Marketing Director
Hytera

Ty Estes is the Marketing Director for Hytera US, Inc., where he oversees promotion of the company’s radio communication products. Ty has over twenty years of experience in marketing wireless communications and network technologies, and he has chaired committees in telecommunications trade associations and authored several technical papers. Ty has a bachelor’s degree in English from California State University, Long Beach.

 

Morné Stramrood
Director of Engineering
Hytera

Morné Stramrood is the Sales Engineering Director with Hytera US, Inc., managing a team of Engineers helping customers achieve their communication goals. He has a bachelor’s degree in Electrical and Electronic Engineering from the University of Stellenbosch, with 27+ years of experience in telecom systems engineering and writing standards as part of technical working groups for RTCM, IEC and IALA. Morné has designed and deployed large analog and digital trunked radio networks, both in the US and internationally.

The post (Free Webinar) The Complete Guide to Radio Systems for Education and Student Transportation appeared first on School Transportation News.

Many school transportation departments throughout the U.S. are currently engaged in software and hardware upgrades—from exploration to implementation—with goals to make the process as smooth as possible while reaping top-level returns on that investment.

Habersham County Schools in Clarkesville, Georgia transports some 4,000 of its approximately 7,000 students throughout the district’s 350 square miles. Stephanie Walker, director of transportation for the district, noted Habersham is in the final stage of a complete bus radio replacement, which entails all new equipment and installation.

“This upgrade was a result of our 911 emergency services upgrading their radio system, and we wanted to remain on the same system as we have always been,” she said. “This project has been a long process, and we are excited to see our radio coverage increase significantly throughout our school district.

“This has always been a safety concern because our existing coverage included portions of our district that had little or no coverage due to terrain and older equipment,” she continued. “We are thankful to be on the same radio network as our emergency services as it relates to safety and monitoring by our emergency management services.”

Walker noted the district is currently considering new software for routing to replace its existing program. “With this replacement, we are considering the addition of student tracking, parent app and live GPS,” she said. “We have evaluated several options and are moving forward with recommendations soon. I believe the additions of student tracking and live GPS will bolster our continuing efforts to maintain high levels of safety for our students.”

Meanwhile, Lamar Consolidated Independent School District in Rosenberg, Texas, which serves approximately 48,000 students, with an average of a little more than 22,000 students transported daily by school bus. Lamar CISD is also the home of the 2026 AASA Superintendent of the Year Roosevelt Nivens.

“Providing safe, reliable transportation at this scale requires a strong operational foundation supported by technology, communication and collaboration,” said Michelle Summers, the assistant director of transportation at the district’s Rosenberg location.

Regarding software and hardware updates, Summers noted the district currently utilizes student monitoring technology that allows students to scan on and off the bus. “This provides parents with visibility into where their student is and adds an additional layer of safety and accountability,” she added.

The district’s school buses also are equipped with tablets, enabling drivers to operate their routes in a hands-free environment, eliminating the need to handle paper route sheets while driving. “Additionally, we have a parent app that allows families to track their child’s bus in real time and view student scan activity,” said Summers. “Together, these tools enhance communication, situational awareness and overall safety for students, drivers and families.” Newport News Public Schools in Virginia recently completed the RFP process to purchase updated routing software.

“We are migrating to a new field trip software as our current software by App Garden is being absorbed by Pathwise,” said Sharon L. Moore, transportation operations manager for the district that transports 19,000 of its district’s 25,500 students via school bus. “There are plans to have our student referral process become digital. We are currently exploring different software to assist us in this goal.”

Addressing challenges and lessons learned, Moore noted it can be challenging during the RFP process to identify software that encompasses all district wish-list items.

“There must be concessions made by both sides to come to the point of making a purchasing decision,” she added. “In the past, we have had to understand that proposals put forth by vendors need to be looked at as a used car sales approach, where everything looks shiny and new. But when we get to implementation, that is where the dings and dents come to light and there is more work than anticipated to get the program up and running for the district.”

That has made district staff aware that they need to ask more in-depth questions during the proposal phase to ensure the product being presented will be adequate to meet its needs, she added.

“If we can weed out the programs that would not be able to do what we need them to do during the RFP process, it saves so much more time and energy during the implementation phase,” said Moore. “We had a situation where we had gotten to the implementation training for a major product and had to back out because it simply would not have worked for our district,” she added. “We found that had we asked more in-depth questions during the process, we could have saved both us and the vendor months of work.”

Walker said one of her biggest challenges is finding the best time to perform equipment replacement and/or installation of new software, including training of all staff and
verification of data transfer.

“We are just now reaching the equipment replacement portion of the new bus radio system and are scheduled as soon as we end our normal school year, for which I am thankful,” she continued. “The timing of the radio equipment will allow for a quicker, seamless installation. However, we were prepared to coordinate the best rotation possible if it were to occur during school days.”

Walker added that any upgrades to the routing software and the new addition of the student verification and parent app will likely occur during the next school year. “Part of our current discussions are planning for this to happen and how we feel is the best approach for the transition if we are able to move forward as we hope,” she noted.

Summers noted the challenges associated with implementation occurred prior to her start with the district. She was informed the process was “very rocky during the first few years.”

“As a district, we worked closely with Tyler Technologies to identify errors within the system and received much needed training. As a result of those efforts, the opening of the 2025–2026 school year was very smooth, showing significant improvement,” she continued,
adding some technology challenges remain, especially related to connectivity and RFID issues. “However, we have strong working relationships with Tyler Technologies and CI Solutions, our student badge provider.

Because of these partnerships, we are typically able to address issues before they become larger problems.” Addressing what a successful implementation looks like, Summers said that it can be challenging, as transportation has many moving parts. “Nothing will ever work perfectly 100 percent of the time,” she pointed out. “However, transportation must operate as close to 100 percent as possible because we have zero room for error when it comes to student safety.”

Summers noted a successful implementation includes strong support from district leadership, clear and consistent communication, healthy and responsive relationships with vendors, and systems that reduce stress rather than add to it.

“When these elements are in place, it creates a smoother, less stressful school year for everyone involved,” she said. Moore agreed a successful implementation should encompass a smooth transition from selection to implementation.

“There needs to be a strong implementation plan with a clear training schedule for all users,” she said. “Each user role and responsibility needs to be clearly defined and the training tailored for each user group needs.” There needs to be a realistic timeline between purchase, training and implementation when it goes live, Moore said.

“There may be a need to run dual programs for a period to ensure that as many bumps in the road with the new software can be handled without operational disruption because we still have the support of the old software,” she added.

Moore advised other districts to involve end-users in as much of the implementation process as possible to help with buy-in and comfort level with the new technology, so that when the software does go live, all users feel comfortable using the program.

To ensure a successful implementation, Moore said she makes all attempts to prepare for any scenario during an upgrade or installation of equipment and software. “I want to see the process as seamless as possible,” she shared. “However, I try to have plans B, C and D already laid out just in case. A successful implementation will come from preparing and planning not only at the school district level but with the vendor you are working with.”

Moore suggested that school districts looking to do upgrades should spend time researching and developing the right questions to ask. “Know what features you are looking for, even if some of them seem too outrageous,” she said. “Not all of the pie-in-the-sky features will be available or possible, but you may be surprised that some will be.

“These features will probably not be the shiny new car look that you see in the showroom but could be the hidden under the hood features that makes the software the right fit for your division,” she continued. Summers concurred that the best possible outcome is derived through research.

“Compare and contrast solutions, and seek direct feedback from your transportation team,” she said. “Ask what is working, what is not and what the software or program needs to accomplish. Every district has unique needs, and it is important to address those needs intentionally.

“It is also critical to take your time and avoid rushing implementation simply because of cost. Rushed implementations often result in greater costs later. Phasing in upgrades allows staff time to adapt and increase longterm success.”

Ensure the transportation team understands the why behind the upgrade and is willing to work with the new system, Summers said, adding buy-in from the people using the technology every day is essential.

“Prepare, prepare, prepare,” Walker noted. “Prepare for every possible situation and timing of installation or upgrades. Think about how that will affect the school day, or if it is during the summer, how will you prepare your staff when they return to new equipment or software?”

Prepare for ample training with staff, including the possibility of needing to do additional training based on the outcome of the initial training period, she added.

Logistics play a big part of planning for implementation, Walker pointed out. “Adding implementation and installation during a school day will take much longer and require some distinct phasing in, whether it be by school location, a specific department such as general education or special needs, and a truly thoughtful plan that walks through the school day [that] will serve you best,” she said. “It is very important to make sure your staff is aware of the changes and understand the plan and their role in such plans.”

Summer concluded that technology should support operations, not complicate.“With thoughtful planning, strong communication and realistic expectations, districts can implement solutions that truly improve safety and efficiency,” she said.

The post Planning the Perfect Rollout: Secrets for Successful Software, Hardware Upgrades appeared first on School Transportation News.

We analyze what 188 school districts shared in a survey about fuel prices, the impact of world events and the upcoming Clean School Bus Program, timely discussion planned for STN EXPO West in July, and a California school bus driver recognized by the state.

With 10 years’ experience in the industry, Griffin Scott, supervisor of fleet advisory and analytics at RTA: The Fleet Success Company, discusses technology and AI trends, fleet management solutions, the impact of bell times, electrification developments and more.

Read more about operations.

This episode is brought to you by Transfinder.

Message from Kajeet.

 

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

The post (STN Podcast E308) Past & Future: Fuel Volatility, 10 Years of School Transportation Trends appeared first on School Transportation News.

A joint survey administered by AASA: The School Superintendents Association and the National Association for Pupil Transportation indicates how much rising diesel costs are hurting school district bottom lines, not simply in budgets but also in the classrooms. 

About 54 percent of the 188 school districts that responded to the survey, conducted the week of May 4, said they are paying 6 percent more for diesel since the Iran war started. Fourteen percent reported that diesel costs are running 20 percent or more over budget. Meanwhile, 22 percent have seen their fuel bills increase by 11- to 20 percent over budget and 20 percent said they are 6- to 10 percent over budget.

“The data suggests that many districts have, to date, prioritized limiting impacts on core instructional programs, instead relying on strategies such as route optimization, deferred maintenance and targeted spending adjustments,” NAPT said in an email Monday to members. “While some districts report fuel costs exceeding planned amounts, the overall approach reflects a deliberate effort to manage rising expenses while maintaining stability in educational services.”

Nearly two-thirds of the districts said they are absorbing the rising diesel prices within their current transportation budgets, as their states do not provide dedicated transportation funding that rises with fuel prices. Over 30 percent said they are transferring funds from other district programs, 19 percent are using rainy-day funds, and 15 percent have yet to cover the increased costs.

Consolidating routes/adjusting route efficiency is the leading response to reducing the impact of rising diesel costs, according to 40 percent of the responses. Other operational changes are enforced anti-idling procedures at 27 percent, reducing the number of routes at 25 percent, limiting non-required bus trips (20 percent), and changing fuel purchasing practices at 14 percent. Other responses are increasing walk-to-stop ratios (8 percent), moving away from “yellow bus to non-diesel vehicles” (7 percent), meaning either school buses, vans, SUVs or sedans, an AASA spokesperson clarified for School Transportation News, and negotiating contracts with transportation vendors (6 percent).

Dipping Into Other Programs to Pay for Diesel

Meanwhile, 55 percent of the districts reported that they have yet to implement offsets in their current general budgets to address the fuel price hikes, and 17 percent said they have so far avoided making cuts through the reliance on rainy-day funds. But of those that have, 16 percent have deferred maintenance/facilities work, 13 percent reduced support personnel, 13 percent trimmed administrative staff/spending, and 12 percent reduced summer instruction. Less than 5 percent selected one of the following: Reduced instructional staff; increased class sizes; delayed instructional improvement initiatives; cut extracurricular programs; and cut spending on instructional materials.

While 52 percent of districts said they have yet to address budget cuts or they are still in development, one-third have added a contingency or reserve fund to address fuel volatility. Another 16 percent have negotiated contracts or adjusted vendor terms. Fourteen percent have drawn down reserves, and 10 percent have sought local/state revenue specific to transportation.

To address the next school year’s budget, 37 percent said they are likely to use reserve or rainy-day funds, while 36 percent said they are not sure what their plan will be. Thirty percent are considering cutting athletic/extracurricular transportation, and 29 percent would defer maintenance and facilities. Foregoing professional development or consulting services, or technology purchases and replacements, came in at 22 percent of responses, respectively. Fourteen percent said they could skip purchasing  supplies, materials and textbooks next year, and 6 percent said they would pause instructional staffing and programming.

Despite higher initial purchase costs, alternative-fuel school buses are providing relief at the pump. Bibb County School District near Macon, Georgia is tapping into about $1 million in savings a year from less expensive propane school bus fueling and maintenance to pay for its few dozen gasoline-powered school buses. Director of Transportation Anthony Jackson, who presented the findings earlier this month at ACT Expo in Las Vegas, Nevada, told School Transportation News his staff has not purchased diesel fuel since February.

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Related: Propane Autogas Gains Momentum with Low Costs, Near-Zero Emissions, and Ready-Now Innovation
Related: Report Highlights Propane and Electric TCO for School Bus
Related: (STN Podcast E307) Buy With Confidence: Fuel Price Frustration, School Bus Buying Tips

The post Survey: Half of School Districts Paying At Least 6% More for Diesel appeared first on School Transportation News.

We discuss fuel cost anxiety and the impact of a proposed federal fuel tax suspension, plus safety lessons to learn from the latest student pedestrian fatality in New York City.

What should you consider before buying a bus? Isaac Linson, CEO of BusesForSale.com, joins us to discuss current school bus market trends and tips for buying or selling buses remotely.

Read more about operations.

This episode is brought to you by Transfinder.

Message from Kajeet.

 

Conversation with BusesForSale.com.

 

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

The post (STN Podcast E307) Buy With Confidence: Fuel Price Frustration, School Bus Buying Tips appeared first on School Transportation News.

I received an email from an industry colleague challenging me to tackle the topic of world-class safety. That seemed like a daunting task, but I am always up for a challenge.

Why are minimum standards the baseline for many school transportation operations? Why is it the minimum that we strive to meet as an industry? If someone came to me and said we meet the minimum safety standards, I wouldn’t be confident that my child was safe.

Let’s face it—The minimum means you cannot do any less. It is the bare minimum that is required. Almost every parent takes for granted that everything possible is being done to transport their children safely. They have no idea of the many factors that lead to the wide variation of safety practices and equipment that result in a wider variation of safety levels being delivered.

School transportation operations view whatever their states require as the level they need to meet, no more and no less. This is a generalization, as I know many school transportation operators go above and beyond with safety training and safety equipment investment. Still, many others do not.

States have their own requirements, and they are all over the map. California has the highest minimum standard for crossing elementary school students to and from bus stops, for example. Meanwhile, the Federal Motor Carrier Safety Administration Entry Level Driver Training requirement is an effort to raise the minimum standard in every state. Having said that, ELDT simply lists subjects that are to be taught. It does not detail how or to what extent the subjects are to be taught. You can still comply with ELDT but provide minimum training.

What does world-class safety look like? What industry standards are we trying to meet that go beyond the state requirements? We have the National Congress on School Transportation, which will be held every four years starting in 2029. But a lot can change in four years. Plus, it also outlines minimum standards, and most states don’t adopt it in its entirety.

As Senior Editor Taylor Ekbatani reports in this month’s issue, uniformity is key when addressing safety. She writes that laws on when oncoming vehicles stop for a school bus can differ based on divided and undivided roads.

When you compare your first day of the school year to today, is there an improvement in performance, optimization and a reduction in stress? Have any crashes or other safety incidents occurred? School buses have been rolling for many months. As we inch closer to summer, the topic of safety must remain top of mind.

At the end of March, a major crash in Tennessee that resulted in two student fatalities and a half-dozen injuries drew much attention to school bus safety. A lawsuit claims the driver didn’t receive the proper training and the school bus lacked safety technology like seatbelts. The state and federal investigation was ongoing at press time.

Statistically, the school bus is by far the safest way for students to travel to and from school. Still, over the past six school years, at least 62 students were killed in or around school buses or stops, according to STN research.

Six, including the recent Tennessee victims, were passengers in crashes. One choked to death in her wheelchair. Another fell off the wheelchair lift. The rest were hit by the bus in the danger zone, crossing the street as pedestrians, by a passing vehicle, or were shot or beaten to death.

There is no or limited accounting for injuries and other student pedestrians killed or injured around school buses. So, how do we improve safety on and around the school bus? I recommend starting with the parents as they have a vested interest in their child’s safety. The burden of school bus safety can’t fall solely on school transportation and the school bus driver.

Jeff Cassell of the School Bus Safety Company shared recommendations to help mitigate potential tragedy around the school bus. He suggested reducing student crossing as much as possible, teaching the students safe crossing procedures, informing parents of those procedures, ensuring school bus drivers enforce the correct crossing procedures, and installing extended stop arms to make sure passing vehicles stop.

“Safety means you continually do all you can to remove or reduce risk. The required behaviors that remove or reduce risk are a function on the location leadership,” he added. “World-class safety is where an organization follows the safest best practices in every area of their operations. They use the leading practices, processes and training systems to integrate these best practices into every facet of the organization, always, with a structured plan to do so.”

Striving for world-class safety should always be the goal. Keep reinforcing safe behaviors around the school bus with your school bus drivers, kids and parents. As an industry, being 100-percent safe all the time isn’t easy. But removing risk from operations that saves a child’s life is well worth the effort.

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There are always opportunities to share thoughts and help the industry move forward including serving as a committee chair or vice chair of the National Congress on School Transportation. Interested parties are invited to apply for open seats for the 18th NCST, scheduled for May 6-9, 2029 in St. Louis, Missouri.

The NCST, now meeting every four years, seeks to establish a national consensus on school bus standards, best practices and operational procedures. The 18th National Congress is ramping up with the formation of writing committees, and the National Association of State Directors of Pupil Transportation Services extended the deadline to serve on a committee to June 30.

“Writing Committee Chair or Vice Chair positions are not overly daunting,” NASDPTS said in an email to members. “If you have experience in one of the committee areas, you are welcome to apply.”

The email states that the position requires a commitment of around 10 hours per month in 2026 and 2027 with a “slight increase” in years 2028 and 2029 in formalizing proposals for new or updated standards.

“It should be noted that committees do not rewrite sections but only edit existing sections,” the email adds. “We will help walk you through the process, so if you’re new to the NCST or to being a chair or vice chair, we will set you up for success.”

NCST Develops Vehicle and Operational Standards

The National Congress is categorized by Vehicle Specifications and Operational Procedures Committees. The Vehicle Specifications Committee includes school bus specifications, specially equipped school buses, school bus inspections, emerging technologies, and alternative fuels.

Meanwhile, the Operational Procedure Committees consists of general operations, transportation for students with disabilities and special heath care needs, infants, toddlers and preschooler operations, school transportation security and emergency preparedness, activity bus operations and alternative transportation. Alternative transportation is the latest writing committee that was formed for the 17th annual NCST, which was held in Des Moines, last May.

Learn more about the selection criteria for the writing committee chairs and vice chairs in the NCST Manual of Operations. Questions can be directed to NCST Chairman Mike Bullman.

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Related: NHTSA Rulemaking at Heart of NCST Resolutions Focused on Safety
Related: St. Louis to Host 2029 National Congress on School Transportation
Related: 2025 National School Transportation Specs, Procedures Manual Released
Related: National Congress Finishes Early After 10-Year Hiatus

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