WASHINGTON — President Donald Trump told governors Friday during a meeting at the White House he has no plans to surge federal immigration operations in states where it’s not wanted. 

New York Democratic Gov. Kathy Hochul said during an afternoon press conference with several other governors that Trump was asked during the closed-door meeting about what lessons he learned from immigration enforcement operations in Minnesota, where federal officers killed two U.S. citizens. 

“The president said, ‘We’ll only go where we’re wanted.’ And said, for example, ‘I won’t go to New York unless Kathy calls and says she wants me to come to New York,’” she said. “I took that as a very positive outcome from this meeting. And I would want to hold him and the administration to that statement.”

Maryland Gov. Wes Moore, vice chair of the National Governors Association, said Democratic governors were able to express “how problematic” actions by immigration enforcement officials have been, especially after Republicans in Congress drastically increased funding for Immigration and Customs Enforcement as well as Customs and Border Protection in their signature tax and spending cuts law.  

“We were actually encouraged to hear the president say that one of the takeaways from Minnesota was that he only wants to go places that he is welcomed. So we were very glad to hear that,” he said. “I want to be very clear that until we can have an accountable agency, the type of surge that we saw in Minnesota is not welcome in the state of Maryland.”

Louisiana Republican Gov. Jeff Landry said during the press conference at the NGA’s winter conference there have been “no problems” with federal immigration enforcement actions in his state. 

“Why? Because it was a completely integrated operation under which local, state and federal partners worked together,” he said. “We did not allow people to break our laws and get in the way and impede law enforcement in doing their lawful duty.” 

Landry said Trump “made it very clear, if you don’t want our help, we won’t give you any help.”

Tariffs ruling interrupts meeting

Governors from throughout the country traveled to Washington, D.C., this week to attend their annual winter conference and meet with Trump at the White House, though that meeting was diverted somewhat after the Supreme Court ruled on tariffs. 

Trump is scheduled to host a black tie dinner for some of the governors this weekend, though he decided not to invite certain Democrats to that event, provoking controversy throughout the lead-up to the governors’ meeting. 

Oklahoma Republican Gov. Kevin Stitt, chairman of the National Governor’s Association, said during the afternoon press conference the morning meeting with Trump included 12 GOP and 10 Democratic governors. 

“It was overall a really productive meeting and a great show of ‘Hey, here is how the governors can come before the president and bring up issues that affect all of us,’” he said. 

Moore said the White House meeting was “productive” and “a chance for us to be able to share our thoughts and our perspectives and our ideas with the Cabinet secretaries and the agency heads and with the president himself.”

“We had a chance to talk about the things that matter to the people of our states. We had a chance to speak with Cabinet secretaries about energy prices and how we have to have a singular focus to bring energy prices down,” he said. “We had a chance to speak with the Transportation secretary about transportation issues. In the case of Maryland, it was the American Legion Bridge and the Francis Scott Key Bridge.”

Moore added the meeting was an important opportunity to “speak truth to power” and show that bipartisanship still exists on certain issues.

Sewage spill, Gateway Tunnel 

Moore said he didn’t bring up Trump blaming him for a sewage spill that began with a discharge into the Potomac River in the District of Columbia, opting instead to use the meeting to focus on talking with Cabinet secretaries on infrastructure, natural disaster relief and housing. 

“I am here to focus on helping the people of my state,” he said. “I am not going to spend a second talking about a petty attack that the president of the United States had.”

Hochul said she appreciated the Cabinet secretaries were at the meeting and that governors were able to talk with them about several issues. 

“I was able to talk about the Gateway Tunnel and keeping the funding on for the largest infrastructure project in America today,” she said, referring to a project to build new rail track between New York and New Jersey under the Hudson River. “We’d like to keep our offshore wind on and not have to go to court constantly to get that turned back on.”

North Carolina Democratic Gov. Josh Stein said he was able to speak directly with Trump about the state’s ongoing recovery needs from Hurricane Helene.

“We’ve got to rebuild houses. We’ve got to rebuild roads and bridges. We’ve got to rebuild businesses. And we cannot do that in North Carolina without the partnership of the federal government,” he said. “We have a $13.5 billion request with (the Office of Management and Budget) and with the Congress. And I asked the president and he said that they are eager to talk about that. 

“So I came away very encouraged that he will bring renewed focus from this administration to help western North Carolina recover from Hurricane Helene.”

Landry said the Supreme Court’s ruling on tariffs, which was released during the meeting, “completely overshadowed, which, in my opinion, was getting ready to be a very productive meeting with the president.”

“It was unfortunate that the Supreme Court came out with a bad ruling at that time because I think we were going to have a great meeting,” he said. 

Trump vowed to keep the tariffs in place under other authorities he believes he holds during an afternoon press conference at the White House, where he also rebuked the six Supreme Court justices who wrote “that (the International Economic Emergency Powers Act) does not authorize the President to impose tariffs.” 

Hochul disagreed with the assertion the Supreme Court’s decision wasn’t the right one. 

“I think the Supreme Court, many of whom are appointees by the president, sided with supporting the Constitution and doing what’s right,” she said. “So we support this decision and hope that we can continue to find ways to work together to drive down costs, not do the opposite as we saw tariffs do in our states.”

Ten Democratic-leaning states are using their own money to help people buy Obamacare health plans, at least partially replacing the federal tax credits that expired at the end of last year.

The state assistance, some of it offered through programs that existed before the federal subsidies expired, is helping hundreds of thousands of people lower their monthly premium payments, which otherwise would have surged to double or even triple what they were before the expiration of the federal aid. The savings can total hundreds of dollars per month.

But only New Mexico is completely filling the gap left by the expiration of the federal help by offering it to people of all incomes; for most Americans buying Obamacare plans, the end of the federal aid means much higher prices. And New Mexico and the other states that are trying to cushion the blow for their residents will face increasing budget pressures as health care costs continue their inexorable rise.

In addition to the expiration of the federal subsidies, the cost of Obamacare coverage has increased because of other factors, including labor shortages and the rising cost of prescription drugs, driven in part by the growing demand for GLP-1 drugs such as Ozempic and Wegovy.

The enhanced federal subsidies were made available by the American Rescue Plan Act in 2021 and later extended through the end of 2025 by the Inflation Reduction Act. Designed as a temporary pandemic-era measure, they helped boost the number of people buying health coverage from the insurance marketplaces created under the Affordable Care Act — Obamacare’s formal name — from 11.4 million people in 2020 to 24.3 million last year.

The enhanced subsidies were available to everyone, regardless of income. Additional federal aid provided to some of the lowest-income households entirely eliminated premium payments for some people.

Congressional leaders let the subsidies expire on Dec. 31. As of the end of last month, the number of people enrolled in marketplace coverage was down by about 1.2 million compared with last year, according to federal data.

Last year, the Congressional Budget Office estimated that the expiration of the federal subsidies would increase the number of people without insurance by 4.2 million by 2034.

Under the Affordable Care Act, each state can either use the federal government’s online insurance marketplace, HealthCare.gov, or operate its own state-run exchange. Only the 21 states plus the District of Columbia with state-run marketplaces can offer state-funded tax credits or subsidies, and at least 10 of them (California, Colorado, Connecticut, Maryland, Massachusetts, New Jersey, New Mexico, New York, Vermont and Washington) are doing so.

Matt McGough, a policy analyst at health care research group KFF, said many of the people who buy Obamacare plans “have fallen between the cracks of the health care system.”

“They might not work a job or work enough hours at a job to be eligible for health benefits. They are too young for Medicare. They make too much to be eligible for Medicaid, and they really have no other option but to go to the marketplace,” McGough said.

He warned that relatively healthy people are the ones most likely to forgo marketplace coverage rather than pay more for it. That will leave the exchanges with the people who have the greatest health needs, raising costs and premiums for everyone. To avoid that scenario, he said, states “want to be able to keep as many people in the marketplace as possible.”

A big commitment in New Mexico

In New Mexico, Democratic Gov. Michelle Lujan Grisham and state lawmakers earlier this year tapped the state’s 5-year-old Health Care Affordability Fund for an additional $17.3 million so they could entirely replace the expired federal subsidies through June 30 for all enrollees, regardless of income.

The vast majority of the 82,400 New Mexicans who buy coverage from the state marketplace are eligible for state help. Perhaps as a result, New Mexico is one of only a handful of states where the number of people buying Obamacare plans has increased this year: Enrollment is up 18% in New Mexico, while there have been single-digit increases in the District of Columbia, Maryland and Texas.

“We feel really great about having come together to really focus on these affordability challenges for New Mexicans, and really proud of the gains that we’ve made in coverage while we’re seeing losses elsewhere,” said Kari Armijo, cabinet secretary for the New Mexico Health Care Authority. She noted that a handful of Republican state lawmakers have joined Democrats in supporting the aid.

The money in New Mexico’s Health Care Affordability Fund comes from a 3.75% surtax levied on insurance companies. When the fund was created, the surtax was expected to generate about $165 million in new revenue annually.

Currently, the state uses nearly half of the revenue from the surtax to fund other parts of its budget. But the New Mexico House earlier this month approved a bill that would gradually increase the portion of the surtax allocated to the Health Care Affordability Fund, from the current 55% to 100% in 2028.

Legislative financial analysts recently questioned the long-term sustainability of that approach. Armijo acknowledged that continuing to replace the expired federal subsidies “will deplete the fund over time.”

“It is a pretty substantial amount of money, and it is going to strain the programs that we can provide with that funding,” Armijo said.

Paul Gessing, president of the Rio Grande Foundation, a conservative-leaning think tank in New Mexico, said the state is “flush with oil and gas money” now, enabling it to “spend money in ways that don’t make a great deal of sense for the population as a whole and instead benefits a small sliver of relatively well-off New Mexicans.”

Gessing said the state should focus on reducing health care spending by recruiting and retaining more doctors and nurses to lessen its shortage of providers and by overhauling medical malpractice laws.

“I don’t think the state should make it a practice to use state funds to fill in the gap when federal funding is shifted or eliminated,” Gessing said.

Other states

In California, where 1.9 million people were enrolled on the state’s exchange in 2025, enrollment is already down by 32% from last year, according to state figures.

The state has opted this year to spend $190 million to fully replace the lost federal subsidies for people earning up to 150% of the federal poverty level ($23,940 for an individual), and partially replace them for people making between 150% and 165% of the federal poverty level — just above eligibility for Medicaid in the state. About 390,000 enrollees are receiving the state-based subsidies this year.

Like New Mexico, California in 2021 created a Health Care Affordability Reserve Fund, funded through general revenue and penalties some people have to pay when they file their taxes.

The state budget Democratic Gov. Gavin Newsom proposed last month envisions a “modest projected deficit” of $2.9 billion for fiscal year 2026-2027, but that could grow to $22 billion the next year. California has a total annual budget of about $350 billion.

“Any amount of money that you can put into affordability is meaningful,” said Jessica Altman, executive director of California’s marketplace. “Thinking about those trade-offs is a challenging conversation, but an important one at the state level.”

In Colorado, the state is offering financial help through a new program called the Colorado Premium Assistance program. It came together during an August 2025 special session, when Colorado lawmakers approved up to $110 million this year to partially replace the federal subsidies. Help will be available to anyone making between 133% and 400% of the federal poverty level, or between $43,890 and $132,000 for a family of four.

“It is clear that this is a value for Coloradans. And having a state based marketplace like we do in Colorado, it really allows us to develop state-specific solutions and have our policies and changes driven by the needs of the people who live here,” said Nina Schwartz, chief policy and external affairs officer for Colorado’s marketplace.

Schwartz emphasized, however, that the state help won’t entirely replace the expired federal aid, and that as a result, the number of people buying coverage on the exchange is declining. Cancellations are up 83% compared with last year.

“We’re seeing an increase in the number of cancellations, with the number of people nearly doubling who canceled their plans during open enrollment compared to last year,” she said.

Other states also are opting for limited assistance. Connecticut, for example, is offering aid to households with incomes up to 200% of the federal poverty level, and the state announced it would spend $115 million in 2026 to partially offset the expiration of the federal subsidies.

Massachusetts has set aside $250 million to enhance its existing state subsidy program, helping to keep around 270,000 enrollees with incomes below 400% of the federal poverty level enrolled with stable premiums. As of early January, around 25,000 people in Massachusetts had already canceled their marketplace plans.

Maryland has a new premium assistance program that fully replaces the federal aid for enrollees earning below 200% of the federal poverty level and partly replaces it for those earning between 200% and 400% of the federal poverty level. Since last year, New York has offered help to marketplace enrollees with incomes up to 400% of the federal poverty level. And since 2023, Washington has offered state subsidies to anyone earning below 250% of the federal poverty level.

Stateline reporter Shalina Chatlani can be reached at schatlani@stateline.org. 

January 28, 2025 – At a time when the administration claims the U.S. is facing a nationwide energy emergency and consumers are increasingly concerned about rising electricity costs, its efforts to stop five large offshore wind projects under construction along the Atlantic Coast could cost consumers billions of dollars and keep much-needed new electricity off …

The post Offshore wind stop-work orders are costing consumers, delaying needed electricity appeared first on Alternative Energy HQ.

Iowa started the new year with new and controversial school bus driver training courses.

House File 395 revises requirements for training and certification of school bus drivers in the state. It updates the criteria for what constitutes as an approved course of instruction for school bus drivers.

Prior to the new law taking effect, school bus drivers would take a 17-hour online course followed by a three-hour, in-person class. They had six months to complete the course after being hired. Annually, all drivers were required to attend a three-house in person refresher class to maintain their school bus authorization.

Now, the three-hour refresher course is optional.

The Controversy

“The change in state requirements that made annual bus driver training optional came as a surprise,” David Johnson, executive director of the Iowa Pupil Transportation Association, said of the controversial driver training update. “Some updates were necessary and were already underway before the bill passed—specifically, updating the online portion of new driver training. Much of this content was already being covered through ELDT, and it was time for an update.

“However, the annual three-hour refresher training is, in my view, very important,” he continued. “Making it optional could make it easier for a school district to provide significantly less training for its drivers. It is my hope that all districts will continue to recognize the value of this professional development and will continue to require their drivers to participate. IPTA will continue to support the training provided by the Department of Education and encourage districts to take part in it.”

The bill was introduced on Feb. 13, 2025, passed both chambers, and was signed into law by Gov. Kim Reynolds on June 6, 2025, taking effect at the new year.

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Related: ‘One Type of Driver’ Training
Related: Iowa Rising Star Furthers Driver Safety and Proficiency
Related: (STN Podcast E258) Nuances & Challenges: NCST Recap, Trade Wars, Upcoming Safety Convos

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By: Britt Burt, Senior VP of Research for the Power industry A new round of headlines has revived an old storyline about the United States “bringing coal back.” As an expert of nearly four decades, I can confidently say that this interpretation misses what is actually happening on the grid. Coal is not gaining ground …

The post The US Is Seeing Slower Coal Plant Retirements, But Don’t Mistake It for a Return to Coal appeared first on Alternative Energy HQ.

Boston, MA – Last night, the U.S. District Court for the District of Massachusetts ruled that Donald Trump’s executive order banning wind projects in the United States was unlawful and vacated the order. Donald Trump issued an executive order on the first day of his administration that paused all leasing, permitting and approvals for wind projects, killing tens of …

The post Federal Judge Vacates Trump’s Unlawful Wind Energy Ban appeared first on Alternative Energy HQ.

The recently approved National School Transportation Specifications and Procedures that was published online and has been printed did not contain a new and historic section on alternative transportation.

The online version was removed from the National Congress on School Transportation website as of Friday, pending the update.

School Transportation News discovered the omission this week while finalizing the October magazine edition. STN asked for clarification from alternative transportation writing committee chair Tyler Bryan of the Delaware Department of Education, who in turn notified the NCST steering committee. Steering committee chair Michael LaRocco confirmed the oversight to STN Thursday.

The NCST steering committee informed state delegates and interested parties who attended the deliberations in May via email Friday that an online version of the updated specifications and the recently printed books are “incomplete.”

LaRocco added in the email that NCST is reprinting the books at no cost to those who ordered them, and the manuals will include a notation and disclaimer “to minimize any confusion.”

The new manuals should arrive at their destinations in two to three weeks, he added.

The alternative transportation section that was omitted contained guidance on driver credentials, driver training, vehicle design/equipment, and special education policy considerations. It was a new section included in the specs manual for the 17th NCST and was the first time the event that dates to 1939 took up the issue of non-school bus transportation.

Additionally, LaRocco told STN Friday the update will include another small technical change.

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Related: National Congress Finishes Early After 10-Year Hiatus
Related: NASDPTS’ Weber Provides EXPO Attendees with Updates from NCST
Related: NHTSA Rulemaking at Heart of NCST Resolutions Focused on Safety
Related: Updated: NCST Takes on Issue of Non-School Bus Transportation

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Stop-work orders for wind undercut investor confidence in financing all energy projects, including nuclear September 3, 2025 – The administration’s energy dominance agenda will fail, done in by collapsing investor confidence, unless the White House stops issuing stop-work orders for offshore wind. Undercutting these projects, each of which has billions of private investment dollars committed …

The post Anti-renewable policies are going to cost consumers appeared first on Alternative Energy HQ.

New heat-transfer system targets HVAC’s biggest inefficiencies, delivering up to 10x the performance without refrigerants, pumps, or significant energy input. When it comes to building a sustainable energy future, there are two sides to the equation: generation and demand. While most of the attention has been placed on producing more clean power, there’s an equally …

The post A New HVAC “Force” Cuts Energy, Boosts Efficiency appeared first on Alternative Energy HQ.

Four New Nuclear Reactors and Forever Radioactive Waste in Calhoun County, Texas First Intervention Against SMRs in the U.S. LONG MOTT, Texas – This week, San Antonio Bay Estuarine Waterkeeper (Waterkeeper) intervened to stop four proposed experimental nuclear power reactors targeted for Long Mott, Texas – a community in coastal Calhoun County – the first …

The post San Antonio Bay Estuarine Waterkeeper Challenges  appeared first on Alternative Energy HQ.

Nevada became the 26th state to authorize school districts to install and use school bus stop-arm cameras.

Assembly Bill 527, which passed June 6 and went into effect on July 1, allows school districts to install the cameras and for law enforcement to use evidence of illegal passing to issue citations to the vehicle’s registered owner. Fines collected are used to fund the installation, maintenance and operation of the camera systems as well as pay the vendor to install, operate or maintain the systems.

School districts that choose to vieo cameras must conduct a public awareness campaign regarding the use of cameras and notify the public on when enforcement starts.

While school district leaders applaud the law, local police departments are questioning if they have adequate staffing to handle review video and issue citations, as noted in a local news article.

The law also addresses privacy concerns by requiring school districts and police departments to delete images of vehicles after 90 days.

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Related: New York State Amends School Bus Camera Law Following Court Rulings
Related: Update: Nevada School District Raises Pay Amid Bus Driver Shortage
Related: Are Extended Stop Arms Part of Solution to Illegal School Bus Passing?

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Washington, D.C. – According to reporting, the Environmental Protection Agency plans to rescind all $7 billion of Solar For All grants.   The Solar For All grant was passed into law as part of the Inflation Reduction Act in 2022 to expand access to affordable and reliable solar energy to low-income regions across the country. 60 projects have been …

The post EPA Plans to Rescind Solar For All Funding appeared first on Alternative Energy HQ.

Technology to prohibit speeding is nothing new to school buses. While a federal proposal to require speed limiting devices on heavy-duty vehicles was recently scuttled, states and local governments continue to push for their use.

Where does the school bus industry stand with theses devices? Do they really increase safety?

Several manufacturers think so. Speed limiters, also known as intelligent speed assistance (ISA) technology, gained traction about three years ago in New York City. The devices were first placed on a variety of 50 government fleet vehicles but not school buses. However, the project has since been expanded three times, and currently speed limiters are now installed on 700 vehicles operating across the five boroughs, 50 of which are school buses powered by both diesel and electric.

Magtec Products provides advanced the ISA, which company names SafeSpeed, on vehicles in New York City. Gary Catapano, Magtec’s chief strategy and safety advisor, has extensive firsthand school bus safety experience. He oversaw transportation companies operating in the New York area as the senior vice president of safety for First Student as well as First Transit and Greyhound from October 2004 through October 2017.

“I’m really passionate about school bus safety and what school busses do every single day in North America. It’s a pretty incredible mission, moving all those children safely and securely, and by and large, they do a great job making that happen,” he said. “But speeding is one of those problems that affects not only the school bus industry, but every type of transport out there. … [I]t’s the leading cause of fatal injuries and crashes. Typically, from year to year, anywhere from 29 to 33 percent of all fatal crashes have speeding as a causal factor.”

He said when he left First Student, he started to work with Magtec because he had piloted the technology and saw how it could make fleets safer.

“Speed is at the center of our roadway safety problems in North America, and when you slow people down, you end up being able to avoid collisions,” Catapano said, adding that slowing down allows for more follow distance between vehicles and more time to conduct defensive driving maneuvers. School bus drivers have more time to react to other hazards on the roadway as well as actions of other motorists.

“So, not only does that eliminate speed related crashes but allows you to drive more defensively and help avoid non speeding related crashes,” Catapano added.

He noted that having ISA on school buses, especially those traveling in neighborhoods with children and bicyclists present, is critical to safety. Even traveling a few miles over the speed limit increases both crash risk and severity.

New York City vehicles have traveled over 5 million miles using Magtec’s SafeSpeed across a variety of vehicles and departments. Catapano noted that NYC is a challenging environment to operate vehicles due to its urban landscape, high skyscrapers and roadways with various speed limits.

The technology became a part of the city’s Transition to Safety plan. The report “NYC School Bus Fleet: Improving Road Safety Through Technologies and Training” published in January 2024 stated that the ISA system provides a warning (visual, haptic or a combination) to a driver that the target speed is exceeded.

After installing the technology on school buses, the report states “preliminary results on the first nine-bus pilot indicate that installing ISA on school buses decreased excessive speeding (11-plus mph above the speed limit) from 4.21 percent to 0.03 percent of overall driving time, representing a 99.29 percent decrease in excessive speeding time. These initial findings suggest that ISA is a feasible intervention to decrease speeding behaviors in school bus drivers.”

Catapano explained that NYC chose to enforce a speed limit that was above the posted limit by 11 miles per hour and matched the settings of the 2,000 speed cameras that are in placed around the city. Many NYC streets have a speed limit of 25 mph, putting the maximum speed a vehicle could travel at 36 mph. He noted the SafeSpeed device keeps track of the posted speed limits wherever the vehicle is traveling, regardless of if it’s on a highway or residential street.

Meanwhile, the 2025 NYC Safe Fleet Transition Plan, prepared by the Volpe National Transportation Center for the New York City Department of Citywide Administrative Services (DCAS), said ISA resulted in a 64 percent relative decrease in the amount of time that drivers exceeded the speed limit by at least 11 mph.

“With sufficient evidence that ISA is effective at reducing severe speeding, the technology has been recategorized from “exploratory” to a Tier 2 “best practice” technology,” the report states. It adds that the city plans to install ISA in an additional 1,600 fleet vehicles, which would be the largest single deployment of active ISA in the U.S.

In addition to safety, Catapano said the speed limiters are also saving fleets anywhere from 3 to 5 percent on fuel consumption. Plus, he said speeding results in tailgating, which leads to having to use the brakes more often, resulting in higher maintenance costs for parts replacement.

He added the technology is relatively affordable and easy to install—typically taking around one hour per bus.

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Related: Office of State Superintendent of Education Launches New Parent Portal for Student Transportation Services in D.C.
Related: New York State of Charge
Related: GPS Technology Targets School Bus Speeding

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Beyond speed regulation, the Magtec SafeSpeed system also offers remote vehicle shutdown capabilities, which can be used in emergency situations, such as when a bus driver is impaired or a vehicle is hijacked. Originally developed for military and high-value cargo protection, this security feature allows school districts to safely immobilize a vehicle from their dispatch office.

“Whether it’s an impairment issue, a medical emergency, or even a security threat, this technology gives districts a way to take control and protect both passengers and the public,” Catapano added, noting that no additional device is required.

Another Success Story

New York City’s adoption of ISA systems is already inspiring interest from other school districts, some with as many as 1,200 buses already equipped with the technology, Catapano noted. Yet adoption remains slow nationwide.

“Truthfully, the technology is very inexpensive and it’s readily available now,” Catapano said. “The real question is, why aren’t more districts using it?”

At least one more big city is. A new pilot program in Washington, D.C., featuring speed-limiting technology developed by LifeSafer, is making waves in the effort to reduce crashes, injuries and fatalities on the road. The program also centers around ISA technology that automatically prevents vehicles from exceeding the speed limit.

LifeSafer has a three-decades-long mission of preventing road deaths, starting with ignition interlock systems. But four years ago, the company pivoted toward broader applications of safety tech.

“I started asking, how else can we save lives?” said Michael Travars, president and general manager of LifeSafer.

That question led to the development of an ISA technology, a system already proven in large commercial fleets but largely untapped in the public sector—especially in school transportation.

The turning point came when Travars connected with Rick Burke, D.C.’s traffic safety officer, during a conversation about the city’s Vision Zero goal for eliminating traffic crash fatalities. That led to a pilot installation of ISA devices in 10 school vehicles used for the city’s School Connect program, which provides equitable transportation for students transferring between schools.

The pilot program launched in January and was designed to run for three months, focusing on school buses operating throughout the city at varying times and locations. After just 30 days, feedback from school bus drivers was overwhelmingly positive.

“The drivers loved it,” Travars relayed. “One of them told me, ‘I know my vehicle will go the speed limit, so I can pay attention to the kids.’ That’s the whole point.”

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Related: Ins, Outs of Routing Software Discussed at STN EXPO Reno
Related: U.S. Supreme Court Upholds Constitutionality of Universal Service Fund for E-Rate
Related: C-V2X Technology Promises School Bus Time, Cost Savings

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He said the technology is purposefully non-distracting and once installed—typically a 30-minute process—the system silently enforces preset speed thresholds. Using real-time data from mapping sources like HERE, Google and Waze, the system automatically calibrates to local speed limits. It never hits the brakes for the drivers but simply prevents further acceleration.

The goal, Travars said, is safe, seamless compliance. And if drivers need to override the limiter in an emergency, a manual override button provides temporary acceleration for a fixed time, after which the limiter resumes.

With the D.C. pilot now past its initial phase, LifeSafer is working closely with city officials to expand ISA technology across more school vehicles. At the same time, the company is actively speaking with other cities and districts interested in launching their own programs. And while cost is always a concern for school systems, LifeSafer is committed to flexibility.

“We’re being adaptive during this early adoption period,” added Travars. “We want to see proof of safety, and we’re happy to work with districts to make that happen.”

Feds Have a Different Opinion?

Meanwhile, despite positive feedback from NYC, D.C. and others, the National Traffic Highway Safety Administration and Federal Motor Carrier Safety Administration withdrew a proposal to require ISA on heavy-duty vehicles.

The proposal would have required heavy vehicles with a gross vehicle weight rating over 26,000 pounds to be equipped with speed-limiting devices, initially set to a speed—likely between 60 and 68 miles per hour—that was to be determined in the final rule.

It dates back to the Obama administration’s original proposal that trucks with a gross weight of more than 26,000 pounds be equipped with a speed-limiting device to keep them under 65 mph. The proposed rule was withdrawn during the first Trump administration, only to be revived and advanced in 2022 by the Biden administration.

However, FMCSA and NHTSA withdrew the rule once again earlier this year. Transportation Secretary Sean Duffy said the device is not only an inconvenience but a hazard for drivers who are forced to go slower than the flow of traffic. Reasons for the withdrawal include policy and safety concerns as well as continued data gaps that create considerable uncertainty about the estimated costs, benefits and other impacts.

Bus & Motorcoach News reported that the American Trucking Associations, United Motorcoach Association other industry advocates embraced the proposed rule, including large trucking firms, Coach USA and many four-wheel truck drivers.

The opposition centered on the hazards of speed differentials, increased crashes, traffic backups, driver fatigue and increased pressure on a dwindling driver pool for relief drivers, as many routes were previously accomplished without exceeding the driving hours of service.

The post Not So Fast: Technology Eyes Speed Reduction in School Buses appeared first on School Transportation News.

The National Association of State Directors of Pupil Transportation Services (NASDPTS) says 39.3 million motorists could be illegally passing school buses nationwide, after updating its National Stop Arm Count survey to correct data reported by California.  

The California Department of Education provided new figures to NASDPTS to correct the number of driver-side and student loading-door-side illegal passes by motorists at school bus stops. As a result, NASDPTS extrapolated a decrease in the number of potential violations based on a 180-day school year and nationwide, further indicating that while still a major issue illegal passing rates improved during the 2024-2025 school year.

NASDPTS announced its 13th National Stop Arm Violation Count, a one-day snapshot of motorists illegally passing stopped school buses while loading or unloading students during the 2024-2025 school year, at National School Transportation Association Annual Meeting and Convention Tuesday in Boston, Massachusetts. Earlier this year, California joined 35 other states and the District of Columbia in voluntary one-day counts of motorists passing the federally mandated stop arm and flashing red lights at school bus stops while children are loading or unloading.

Initially, the NASDPTS report indicated that the 1,943 participating school bus drivers in California — accounting for approximately 8 percent of the 21,668 school buses in operation each school day, according to the California Department of Education’s Office of School Transportation — observed 10,381 violations, and that all occurred on the right-side of the school buses where students load and exit.

California clarified Thursday that a total of 8,231 violations of the school bus stop arm and red lights were reported, with 3,881 occurring from the front of the bus and 4,350 from the rear. None occurred on the right side where the loading door is located, Anna Borges, supervisor the Office of Student Transportation, told School Transportation News.

California is also the only state to require all kindergarten through eighth grade students be escorted by their drivers, when the students must cross the street to and from the school bus to get to or from their homes. In these instances, the Office of Student Transportation clarified that 136 illegal passes were observed, where the motorist or motorist approached the school bus from the front or as oncoming traffic, during afternoon routes. Fifty-nine motorists passed during morning routes and dight during mid-day routes. Motorists passed from the rear of the school bus during escorted routes 104 times in the afternoon, 32 times in the morning, and 10 times at mid-day.

Illegal passes spiked on non-escorted routes, a total of 7,882 instances, or nearly 96 percent of the total observations. This included students who don’t need to cross the street and students in grades 9 through 12.

A total of 1,711 school buses operated by 149 of the California’s 950 school districts that provide home-to-school transportation and 11 private carriers participated in the April 29 count. 

With the correction, NASPDTS said 218,000 illegal passing incidents  report indicates 114,471 school bus drivers, or 31 percent of the nation’s total, reported a total of 69,408 vehicles passed their buses illegally. Adjusting to account for 100 percent all school bus drivers in the U.S., NASDPTS said over 218,000 illegal passing violations could occur on one day, a decrease of 7,000 based on the initial sample previously reported. NASDTPS also extrapolates 1.3 million fewer incidents could occur during a 180-day school year across all 50 states, 39.3 million compared to the original estimate of 40.6 million. While still high, the new figure represents 13-percent fewer illegal passes than the 45.2 million reported for the 2023-2024 school year.

“Even with these corrected numbers the illegal passing of stopped school buses continues to be the greatest safety danger to children,” said NASDPTS President Mike Stier. ”Regardless of the number, 39.3 million violations is simply too many. We continue to encourage each state to raise awareness on this important safety issue and to do everything possible to ensure motorists put the safety of school children first.”

Even before the COVID-19 pandemic, school districts nationwide saw the number of illegal passings spike. NASDPTS had previously cited 41.8 million violations occurring using data from the 2019 and 2022 surveys, as the survey was suspended for two years during the height of COVID, when schools nationwide closed their doors and few school buses were on route. The survey returned in 2022.

Meanwhile, the most recent survey indicated 80 percent of the reported illegal passes occurred on the left side of the stopped school bus. More notably, that left almost 20 occurring on the right side of the bus, where the loading doors are located and where students enter and exit.

According to the NASDPTS update, over 50 percent of the observed illegal passes, 33,914 instances, occurred during afternoon routes. About 46 percent, or 31,127 violations, occurred in the morning and 2,217 violations, over 3 percent, occurred during midday routes. Sixty-nine percent of the observed violations, 39,442, were committed by motorists in oncoming vehicles as opposed to 22,203 vehicles, 36 percent, following from the rear.

Georgia led the way with the most school bus drivers participating in the one-day count at 13,468 followed by Tennessee with 11,811 and North Carolina with 10,597.

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Related: Combatting Illegal Passing with Awareness, Technology
Related: Georgia Gov Signs Law Following Fatal Illegal Passing Incident
Related: Florida Woman Convicted of 2021 Death of Girl at School Bus Stop
Related: Court Overturns Reckless Driving Conviction in Fatal Indiana Illegal Passing Case

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