DENVER, Colo. — EverDriven, the nation’s leader in Alternative Student Transportation, today announced the launch of SafeOps, a dedicated safety excellence council that builds on the company’s industry-leading safety performance and raises the bar for specialized student transportation.
With a 99.99% accident-free rate across more than two million trips in the past year, EverDriven already operates at the highest safety standard in the industry. SafeOps builds on that foundation by creating a continuous improvement framework that scales best practices across the 36 states where EverDriven operates.
“EverDriven sets the bar for safety in student transportation,” said Mitch Bowling, CEO of EverDriven. “SafeOps focuses solely on how we protect and ensure the safest possible experience for every student we transport. It applies our safety standards consistently as we grow, giving districts and families even greater confidence, transparency, and trust in every ride.”
What SafeOps Delivers
SafeOps is a cross-functional council with a clear mandate: take what already works at the highest level and create a continuous improvement framework that ensures best practices scale consistently. The team focuses on three pillars:
Operational Excellence – Standardizing proven safety protocols across all regions through the following core initiatives: Driver Screening (enhanced background verification and continuous monitoring), Vehicle Standards (pre-trip inspection protocols and equipment compliance), and Incident Response (structured escalation procedures and real-time coordination with district teams).
Technology Integration – Leveraging EverDriven’s expanding safety technology infrastructure, including available in-vehicle cameras — a district opt-in safety enhancement already deployed in nearly 50% of vehicles within just the first year of rollout — along with real-time GPS tracking and route optimization, and telematics monitoring to support transparency, performance insights, and proactive safety intervention.
Training & Support – Setting industry standards through comprehensive safety training programs spanning drivers, monitors, service providers, and EverDriven field teams. This includes specialized disability awareness and behavioral support training, ongoing safety certification refreshers, compliance education aligned with state and federal requirements, and service provider performance coaching to ensure consistent execution of safety protocols across all partners.
Together, these pillars strengthen vetting and monitoring, reinforce regulatory compliance, improve operational efficiency, and increase transparency for district partners, caregivers, and students. For districts, that means predictable service, consistent drivers for students who depend on routine, and specialized support backed by technology, training, and real-time oversight.
“SafeOps isn’t about identifying problems—it’s about protecting excellence as we scale,” said Adam Warner, Vice President of Field Operations and Head of Safety. “We’re embedding the discipline and oversight that drive strong safety outcomes deeper into every process, every region, and every ride.”
District partners say that this commitment is evident in practice.
“Working with EverDriven has been a fantastic experience,” said Olivia Shoberg, Transportation Coordinator at Appleton School District. “Their dedication to student safety is clear in everything they do, and it really gives peace of mind knowing students are in such good hands. I appreciate how flexible and responsive their team is—they really take the time to understand the unique needs of each situation and find solutions that work.”
EverDriven’s recent Safety Report underscores that commitment: a 99.63% trip completion rate, 99.99% accident-free rate, and 70.81% driver consistency for students with disabilities — ensuring the same trusted adult is behind the wheel.
For the more than 800 districts EverDriven serves, SafeOps reinforces what they already expect: a transportation partner that prioritizes safety in every decision, every day. Visit everdriven.com to learn more.
About EverDriven
EverDriven delivers modern student-centered transportation that’s safe, consistent, and built for those who need it most. EverDriven specializes in transporting students across a wide range of needs — from everyday support to the most complex circumstances — including students with disabilities, students experiencing housing instability, and other high-need populations. Serving more than 800 districts across 36 states, the company completed over 2 million trips last year, 99.99% of them accident-free with 100% safety compliance. EverDriven’s deeply human, fully compliant, and AI-powered approach helps districts get students on the road in hours, not days, while maintaining consistent, high-trust rides that complement traditional yellow bus fleets. For more information, visit everdriven.com.
Most school days start the same way: Students waiting for a ride to school. One
student might use a wheelchair, while another could be autistic and communicates
with an Augmentative Alternative Communication (AAC) device, and a third might be medically fragile. The school bus driver is trying to keep everyone safe while staying on schedule. Transportation is more than logistics. It is the first and last part of the school day, and adaptive technology is now part of how teams make that work.
On the bus, adaptive technology means tools or systems that adjust to students’ needs so they can ride safely, communicate and stay included with their peers. This might look like a wheelchair lift and securement system, an AAC device or communication board mounted where a student can reach it, a driver tablet with live routing, or an app that lets a family know the bus is three minutes away instead of “sometime soon.”
For many students with disabilities, these supports are not extras. They extend the services districts already provide under the Individuals with Disabilities Education
Act and Section 504 of the Rehabilitation Act, so students can get to the learning they are entitled to.
Safety By Design, Not Just Experience
Anyone who has driven a route knows skill and instincts matter. But safety cannot rest on skill alone. It has to be baked into how routes are planned, how roles are defined, and what information drivers and aides have in front of them. The right technology links what drivers, aides, schools, students and families see, so people are not guessing when something changes or goes wrong.
Advanced Driver Assistance Systems, ridership tracking and stop-arm cameras give leaders a clearer picture of what actually happens on the road. For students who use mobility devices, need extra time or cannot easily explain what happened if there’s an incident, that level of visibility can be the difference between “we think” and “we know.”
Access, Dignity and Communication On Every Ride
Safety comes first, but anyone who has stepped onto a bus after a rough morning knows the atmosphere matters, too. The ride can either calm a student and get them ready to learn or drain them before they ever reach the building. Transportation is only truly accessible when students with disabilities can ride with safety, comfort and dignity, not just a seat.
Lifts and securement systems let students who use wheelchairs or other mobility devices board, ride and exit safely without being lifted or handled in ways that feel unsafe or embarrassing. Predictable routes and consistent routines help students who rely on structure know what comes next. This reduces anxiety and the kind of “acting out” that is often really “I don’t understand what is happening.”
But here is the part that often gets overlooked: Communication is a daily pain point for drivers and aides, and it shows up as child misbehavior. When a student loses or is denied their usual way of communicating on the bus, whether that is with an AAC device, a picture board, or a simple yes/no system, they do not stop needing to communicate. They have to show it in other ways. In addition to speech, many students need AAC devices, communication boards, or simple response systems to ask for the bathroom, say they feel sick, or tell an adult another student is bothering them.
When these tools are turned off, taken away or never offered on the bus, frustration builds. Keeping a student’s communication system available on the bus and making sure drivers and aides know the basics of how it works changes that dynamic. It lets staff respond before a situation boils over and gives students a safer, more respectful way to say what they need. Simple visual supports, such as clear signage, visual schedules, or symbols on seats or stops, paired with clear directions, also help students track where they are in the routine, reducing escalation and confusion.
Supporting the Workforce and Improving Retention
Safety stands on the shoulders of people who plan and provide this vital service. Adaptive technology can make their jobs clearer and more sustainable, or it can feel like one more thing dumped on an already heavy load. When used well, routing software and driver tablets cut down on last-minute radio calls and trying to read paper directions in the dark. New or substitute drivers can see turn-by-turn directions, key student information and alerts in one place instead of piecing it together from memory and sticky notes. Ridership tracking and telematics, when used for coaching and recognition, give supervisors a fairer, more accurate picture of driver performance than a handful of complaints. In a world of driver shortages, tight budgets and aging buses, the way technology is rolled out can either support retention or undermine it. Drivers notice whether tools are there to support them in keeping students safe while managing complex routes.
What’s Coming Next and Where to Start?
Adaptive technology is moving fast and getting more affordable. School districts are starting to see smarter video analytics that flag repeated problems at the same
stop, deeper integration of student plans and transportation platforms, and cleaner, more connected fleets that change what is possible on long or complex routes. These
changes bring new questions about safety, privacy, staff expectations, and they demand clear leadership rather than one-off purchases. The good news is that transportation leaders do not need to adopt everything at once.
A practical starting point is to pilot one adaptive tool, especially one that directly supports communication, on a small set of routes and gather feedback. Pair that with
hands-on training, not just a memo, so staff can try the technology in a low-stakes condition before using it in rush-hour traffic.
Most importantly, work with special education and school teams so communication tools and behavior plans on the bus match what is happening in the classroom. The question is no longer whether adaptive technology will shape student transportation, but how transportation teams will direct that change so rides are safer, staff feel supported and every student arrives at school with their dignity and communication intact.
Editor’s Note: As reprinted from the February 2026 issue of School Transportation News.
(Photo courtesy of U.S. Department of Education)
Glenna Wright-Gallo served as the assistant secretary of the U.S. Department of Education from 2023 to 2025, overseeing the Office of Special Education and Rehabilitation Services. She currently is the vice president of the office of strategic research and policy for Everway, an education and workplace technology provider for
people with disabilities.
Students boarding and exiting school buses in the loading zone are critical safety moments with the potential for tragedy. At STN EXPO East, longtime school transportation professional Derek Graham will break down safety strategies to mitigate student injuries and fatalities alongside two transportation directors.
Following Graham’s session presenting the illegal passing trends and federal safety recommendations on Sunday, March 30, he returns Monday to moderate the panel “Strategies to Remove Danger from the Loading/Unloading Zone.” Joining Graham are panelists Keba Baldwin from Prince George’s County Public Schools in Maryland, the 2026 STN Transportation Director of the Year, and Kris Hafezizadeh, executive director of transportation and vehicle services at Austin Independent School District in Texas.
Graham will review data from the Kansas Department of Education’s annual survey of school bus loading zone fatalities, looking at incidents where either students were struck by oncoming vehicles or killed by being hit or dragged by the bus itself. With recent headlines of autonomous vehicles either illegally passing school buses or hitting student pedestrians, there are new modern technology concerns for students in the loading zone.
The panelists will discuss how these school bus loading zone incidents need to be viewed in the greater student safety discussion with visuals to illustrate the areas of high concern. They will also cover the integral aspects of tackling this issue, including education, engineering, and enforcement. This will broach topics such as driver training, motorist awareness, predictive lighting and signage technology and working with law enforcement incorporating automatic enforcement systems.
The panelists will discuss the need to present a unified message of safety training to students, drivers, parents and.
Register for the STN EXPO East conference today and receive access to five days of educational sessions, hands-on training, unique networking events, product demonstrations and updates on the latest industry happenings. Find the full agenda and register at stnexpo.com/east.
Highlander EV uses an electronic popper with hidden manual release.
A small tab inside the handle serves as a built-in mechanical backup.
The setup reflects growing focus on EV safety and everyday usability.
Spend five minutes around a modern car, especially an electric one, and you will notice something curious. Door handles have morphed into design statements, tech showcases, and sometimes awkward little puzzle games that feel one step away from becoming a liability.
Some pop out theatrically, some sit flush until summoned, others attempt both, and an increasing number rely entirely on electronic latches that only function when the car has full power. Toyota’s new Highlander appears ready to break new ground with a hidden feature few will notice at first.
During our time up close and personal with the SUV, one small feature stood out. The main exterior handle leverages a small pad to activate an electric door latch. That’s not groundbreaking, but what’s next to it might be.
Did You Notice The Tiny Tab?
Photos Stephen Rivers/Carscoops
Inside of the stationary recessed door handle lies a tiny tab. Roughly the size of a postage stamp, it’s designed to be pulled independently by someone outside the car, including, knock on wood, emergency crews. Unlike the main handle, the tiny piece has a clear pictogram suggesting it’s a manual release.
Next to it is a removable section for a keyhole. Getting into this electric SUV, should it ever lose power, is as easy as inserting a key, engaging the manual latch, and pulling on it. Notably, the pull tab did nothing for us when we were in person and tinkering around with it.
Photos Stephen Rivers/Carscoops
Toyota clarified to Carscoops that the prototypes didn’t have functional versions of the handle. The production car will work via a two-step process. Pull once, and the tab will unlock the door. Pull twice, and it’ll manually open the door. That’s clever, and it’s worth noting that it’s not just the exterior handles that have this sort of feature.
The inside handles are similar to the ones we’ve seen on Lexus vehicles for some time. Users can push the door button for the electric latch to release, or they can pull it to manually open the latch. That’s just one more piece of safety baked into the all-new Highlander.
In a world where even door handles have gone digital, a simple mechanical fallback feels less like nostalgia and more like common sense. Toyota’s solution is not flashy, and it does not need to be. As cars pile on electronics for even the most basic tasks, a simple physical solution may turn out to be the smartest feature of all.
But the company’s troubles didn’t entirely ground its fleet. Flight tracking data indicate that Air Wisconsin continued to provide regional air service through the end of 2025, primarily connecting its Wisconsin hubs to mid-sized Midwestern airports as it had for decades.
Air Wisconsin sent recall notices to the company’s furloughed flight attendants after the sale to CSI Aviation, and the Association of Flight Attendants — the union representing the furloughed workers — negotiated an immediate raise for returning members. In a January press release announcing the recall notices, the union noted that only a third of the furloughed flight attendants opted to return.
Neither CSI nor Harbor Diversified responded to requests for comment.
CSI is central to the Trump administration’s ongoing immigration crackdown.
It has provided charter services for ICE since 2024, transporting detainees and deportees both directly and through subcontractors.
The company entered its current $1.5 billion contract with the Department of Homeland Security in November of last year.
Demand for private charters surged after 2010, when the Obama administration moved away from relying solely on the U.S. Marshals Service.
Air Wisconsin isn’t alone. Avelo Airlines began deportation flights last spring, but backed out last month following intense public backlash.
A transformed network
CSI’s acquisition of Air Wisconsin transformed the airline’s flight patterns within a matter of weeks. The airline’s website no longer lists passenger routes, but flight data collected between Jan. 9 and mid-February indicates that the airline has largely ceded its role as a Midwestern regional carrier.
Instead, the airline increasingly looks south: Destinations in Louisiana and Texas replaced the mid-sized Midwestern airports that were, until recently, the airline’s most frequent destinations.
Flight data indicates Air Wisconsin planes made at least 125 trips in January 2026, up from roughly 60 in December 2025. Thicker lines on the map indicate more frequent routes.
Part 2: Air ICE
Many of Air Wisconsin’s new destinations are within easy reach of ICE detention facilities in Texas and Louisiana, including some of the agency’s largest.
The Minnesota operation
Minneapolis-St. Paul International Airport is among the busiest in the country, but Air Wisconsin rarely provided service to the Twin Cities in the final months of 2025.
That changed in January, just weeks after the Trump administration dispatched thousands of federal agents to Minnesota for an immigration enforcement offensive dubbed Operation Metro Surge.
The modest airport in Alexandria, Louisiana, is now the epicenter of ICE’s deportation flight operations. Air Wisconsin has flown to or from Alexandria at least 30 times since the airline’s acquisition by CSI, on par with the airline’s service to Madison and outpacing service to Appleton, home to the airline’s corporate headquarters.
The GEO Group, an international private prison operator, runs an ICE detention facility on the airport’s tarmac. A dozen other ICE facilities sit within easy reach. Among them is the Adams County Correctional Center in Natchez, Mississippi, where Delvin Francisco Rodriguez, a 39-year-old Nicaraguan national, died in custody on Dec. 14, 2025. ICE acknowledged the incident in a press release four days later, though the agency did not specify the cause of Rodriguez’s death.
El Paso
Camp East Montana, ICE’s largest detention facility, sits just east of El Paso International Airport. Air Wisconsin flights took off from or landed in El Paso at least 32 times in January and early February, second only to Milwaukee’s Mitchell International Airport.
Lunas Campos’ death came a month after Francisco Gaspar-Andres, a 48-year-old from Guatemala and detained at Camp East Montana, died in an El Paso hospital; ICE attributed Gaspar-Andres’ death to liver and kidney failure.
Another detainee, 36-year-old Victor Manuel Diaz of Nicaragua, died at the camp on Jan. 14 in what ICE described as a “presumed suicide” — an explanation his family questions. ICE agents detained Diaz in Minneapolis only days before his death.
Back at home
Air Wisconsin hasn’t entirely withdrawn from its home state hubs. Many of the airline’s remaining pilots, flight attendants and ground crew are still Wisconsin-based, and Milwaukee remains the airline’s primary hub.
The airline is now hiring for more than a dozen Wisconsin-based positions — including legal counsel.
About the data
Wisconsin Watch used FlightAware AeroAPI data (Sept 2025 – Feb 2026) to reconstruct patterns before and after the Jan. 9 sale to CSI Aviation.
Hubs on these maps represent the 10 airports most frequently used. While the routes align with ICE operations, the data does not confirm if specific flights carried detainees.
Air Wisconsin turns to ICE is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.
The backlog of unresolved felony-related matters in Milwaukee County has surpassed the pandemic-era peak, topping more than 10,000 as of Oct. 13, according to data obtained from the Milwaukee County District Attorney’s Office through an NNS open records request.
As cases linger, people throughout the criminal justice system feel the effects, including victims and their families, people accused of crimes and the broader community, said Kent Lovern, Milwaukee County district attorney.
“‘Justice delayed, justice denied’ applies to everybody,” Lovern said.
One recent high-profile incident reaffirms how case backlogs could have tragic and life-altering consequences.
On Feb. 5, a Milwaukee man, Mile Dukic, allegedly stabbed and killed 44-year-old Amanda Varisco on West National Avenue and S. 36th Street. At the time of the killing, Dukic had separate open felony cases in Milwaukee County Circuit Court – for bail jumping and stalking. He was charged with another felony, first-degree intentional homicide, on Feb. 9.
Dukic is currently in custody with bail set at $500,000.
Two backlogs
The district attorney’s office plays a pivotal role at both ends of the felony pipeline, said a spokesperson for the Wisconsin State Public Defender’s Office: referrals from police awaiting a charging decision, plus charged felony cases working their way through the courts.
The Milwaukee Police Department made 5,650 summary felony arrests in 2025, according to an MPD spokesperson. The department continues to work with the Milwaukee County District Attorney’s Office to best address the felony backlog, the MPD spokesperson said.
District attorney records show 2,924 pending uncharged felony cases as of October 2025.
State office wants county to change approach, charge fewer felonies
The spokesperson for the Wisconsin State Public Defender’s Office said the district attorney’s office can and should do more to address the growing backlog by adjusting its approach.
“We believe prosecutors should be exercising more discretion in which referrals they are charging,” the spokesperson said. The spokesperson said the office regularly sees clients charged with relatively minor offenses lose jobs or housing as a result – consequences that can outweigh the underlying charge.
When the prosecutor’s office officially presses felony charges, these cases can get bogged down and stay in the courts. Resolution to the cases depends not only on prosecutors but also on defense attorneys, judges, court staff and other resources that are strained as well, Lovern said.
Based on the district attorney’s internal case-tracking system, more than 7,000 felony cases were charged but not yet resolved as of Oct. 13.
“The influx of felony charges coming out of the DA’s office isn’t benefiting the court system or public safety,” said State Public Defender Jennifer Bias. “It’s a waste of our scarce attorney resources.”
Increase in serious criminal activity
Milwaukee County District Attorney Kent Lovern is shown being interviewed by reporters for Wisconsin Watch, the Milwaukee Journal Sentinel and TMJ4 News in January 2025. Lovern oversees the county’s felony prosecutions. Since the COVID-19 pandemic, the backlog of felony cases in the county has only grown. (TMJ4 News)
Lovern pushes back on the idea that prosecutors are charging too many cases.
“I want to make it very clear: I don’t have goals for what we ought to be charging,” he said. “I don’t have a directive of what the percentage of our charging rate should be.”
Prosecutors decline to move forward on many referrals, said Jeffrey Altenburg, Milwaukee’s chief deputy district attorney.
On a basic public safety level, there are simply more serious felonies being committed, Lovern and Altenburg said.
“I think that that’s exactly what we’re seeing,” Altenburg said. “We’re seeing more referrals coming to this office that involve firearms, violence, sexual violence.”
Milwaukee Police Department data show reports of the majority of the most serious offenses declined from 2024 to 2025, with the exception of homicides and human trafficking, which increased slightly.
Violent crime in Milwaukee has generally declined in the past few years – but from historic highs seen during the pandemic, according to data from the Council on Criminal Justice.
When to charge
Charging decisions begin with a decision about whether a case is provable beyond a reasonable doubt, Altenburg said.
“We adhere to that standard very scrupulously in this office,” he said.
Once that is determined, the district attorney’s office moves to the question of whether prosecution is necessary or a different kind of intervention is more appropriate, Altenburg said.
Alternatives to traditional prosecution
In Milwaukee, there are two alternative interventions: diversion and deferred prosecution.
Diversion allows a person to complete requirements, such as treatment, restitution or community service, without a criminal charge.
Deferred prosecution involves issuing charges with an agreement in which a conviction is withheld if the person meets various conditions.
Lovern said local prosecutors created an early-intervention approach designed to steer nonviolent cases driven by substance use or mental health challenges out of the criminal justice system when appropriate.
In 2020, Milwaukee County intervened in roughly 600 cases, Altenburg said. Last year, the county intervened in roughly 1,600 cases.
Lovern said the nature of modern policing – and modern evidence – has fundamentally changed prosecutors’ workload.
The sheer volume of evidence that must be reviewed contributes to growing wait times before charging decisions can be made, Lovern said.
More evidence is generated because of modern technologies and other tools used by police. A single incident can, for example, generate hours of body camera footage that prosecutors review before making charging decisions, Lovern said.
In 2020, there were 84,000 pieces of evidence in Milwaukee’s database. In 2024, there were 1.7 million items.
“I’m sure last year, it was even higher. That’s just where we’re headed,” Lovern said.
Staffing and system capacity
Something that adds to both backlogs – uncharged cases awaiting a decision and charged cases in the system – is insufficient staffing levels throughout the court system, a trend that has continued since the pandemic.
The district attorney’s office has about 125 full-time prosecutors, Lovern said.
“Now that is a lot. It’s the same number that we had when (Altenburg) and I started in this office 28 years ago, though.”
The State Public Defender’s Office also faces staffing challenges, according to its spokesperson.
“Broadly speaking, our agency needs more staff statewide,” the spokesperson said. “This wouldn’t address delays caused by prosecutors, but it would help to decrease the time it takes to appoint attorneys to indigent defendants and reduce the turnover in staff that office experiences due to burnout.”
There is also a need for support staff who help with administrative tasks, freeing up attorneys.
Lovern said unstable funding adds to staffing pressures.
About a third of legal staff in the county had been funded with federal grant money, which has been a little less predictable in the last couple of years, Lovern said.
“We can use more positions,” Lovern said. “There’s no question about that.”
The spotlight on autonomous vehicle safety intensified in late 2025, when multiple Waymo robotaxis were caught illegally passing stopped school buses in Austin, Texas.
Footage from Austin Independent School District revealed at least 24 such violations since the start of the school year through the middle of January, with vehicles
ignoring flashing red lights and extended stop arms while children boarded or exited. Despite a software recall in December affecting over 3,000 vehicles, incidents persisted. Investigations by both the National Highway Traffic Safety Administration (NHTSA) and the National Transportation Safety Board (NTSB) followed suit last month.
Austin ISD asked Waymo to pause operations during school hours, but the company declined, citing ongoing improvements. Director of Transportation Kris Hafezizadeh will discuss the situation next month at STN EXPO East.
This saga underscores persistent challenges in AI-driven perception systems, where even advanced neural networks struggle with contextual cues like school zones, raising alarms among educators, parents and regulators about the risks to vulnerable road users.
Power disruptions have also exposed vulnerabilities in autonomous fleets. During San Francisco’s 2025 outages, hundreds of Waymo vehicles halted abruptly, creating gridlock and highlighting dependency on stable infrastructure. Similar events in other cities have fueled debates on redundancy measures, such as onboard backup power and enhanced telematics for real-time rerouting.
As technology matures, industry experts anticipate 2026 will bring more resilient systems, with AI algorithms trained on diverse failure scenarios to minimize disruptions. Optimism persists that real-world testing will refine these tools, but incidents like these remind us that innovation must prioritize safety, especially around
schools and school buses.
The consumer automotive market is evolving rapidly, with autonomous driving features projected to become standard in over 20 percent of new vehicles this year, according to industry forecasts. Tesla’s Full Self-Driving (FSD) supervised software, for instance, has seen significant patches in 2025 and early 2026, particularly for school bus interactions. Updates have improved detection of flashing lights and stop signs, with user videos demonstrating reliable stopping and waiting behaviors.
However, NHTSA’s ongoing probes into FSD including an October evaluation of traffic law violations covering nearly 2.9 million vehicles, reveals lingering issues like occasional failures in reduced visibility. Adversarial tests by The Dawn Project staged demos showing a Tesla Model Y ignoring bus signals and striking child dummies. Tesla extended its response deadline to this month amid scrutiny of over 8,000 potential incidents. A 2023 North Carolina case, where a 17-year-old was struck by a Tesla after exiting a bus, echoes these concerns. While software fixes addressed the bug, it illustrates how AI must evolve to anticipate unpredictable child movements.
As self-driving cars proliferate in urban areas, school bus drivers face added complexity. Children in loading zones demand split-second recognition yet early AV
systems have faltered. By this year, expect wider adoption of Level 3 and 4 autonomy, where minimal human input is needed in defined conditions, promising fewer crashes
through precise sensor fusion.
NHTSA’s early 2025 estimates show overall traffic fatalities dropping: 27,365 deaths in the first nine months, a 6.4 percent decline from 2024, with the rate per 100 million vehicle miles traveled falling to 1.10. The first half of 2025 saw 17,140 fatalities, down 8.2 percent, even as miles driven rose. While distracted driving specifics for 2025 remain preliminary, trends suggest AVs could further reduce human-error crashes, though flaws in software like those in Tesla and Waymo highlight the need for rigorous validation.
Emerging trends are transforming school transportation itself. AI and telematics are shifting from reactive to proactive safety, with predictive maintenance using data
analytics to forecast bus failures, reducing breakdowns. High-definition cameras, integrated with AI software, provide 360-degree views, detecting illegal passers and
alerting authorities. Automation extends to digital forms for route planning and incident reporting, streamlining operations via cloud platforms that unify GPS/Telematics, video and RFID for student tracking.
The growth of vehicle-to-everything (V2X) communication potentially enables school buses to signal AVs directly, which could prevent illegal passes.
The school transportation industry must adapt to these innovations to safeguard students. From apps providing real-time ETA alerts to parents, to HD cameras deterring
misconduct inside buses, technology enhances efficiency and accountability.
As we share roads with evolving AVs, collaboration between manufacturers, regulators and districts is crucial. Staying ahead of the curve ensures we don’t lag in safety, after all, the families our industry serves count on us daily to innovate for the best interest of kids.
Editor’s Note: As reprinted from the February 2026 issue of School Transportation News.
Barbed wire and fences surround the Charles H. Hickey Jr. School, a juvenile detention center in Maryland. Juvenile justice is one of the focuses of criminal justice legislation nationwide this year, including in Maryland, where lawmakers are considering a bill that would reduce the number of juveniles charged as adults. (Photo by Amanda Watford/Stateline)
Criminal justice has emerged as one of the most wide-ranging and politically charged areas on lawmakers’ agendas in this year’s state legislative sessions. Across the country, legislators are weighing proposals that affect nearly every part of the criminal justice system, including policing, gun policy, solving crimes, sentencing, prison oversight and reentry support.
The breadth of legislation reflects how deeply crime policy intersects with daily life, shaping public safety, civil rights, state spending and the scope of law enforcement. It also comes amid a shifting national conversation about crime itself. While violent crime rose during the pandemic, recent data shows declines in many categories, despite continued public concern.
According to Gallup’s most recent annual crime poll, Americans’ perceptions of crime improved in 2025. Approximately 49% of adults now say crime is an “extremely” or “very” serious problem in the United States, and the same share believe crime has increased in the past year. Both figures are down significantly from 2024 and are at their lowest levels since at least 2018.
Still, crime remains a top political issue, particularly in statehouses where lawmakers may face pressure to respond to high-profile incidents and constituent fears.
Gun policy
Firearm-related legislation has moved quickly in several states, with lawmakers pursuing sharply different approaches that reflect regional politics and partisan control.
In Democratic-led states, lawmakers have advanced proposals aimed at tightening restrictions on firearms.
Virginia House Democrats approved a sweeping package of bills this month that would restrict access to assault-style weapons, tighten firearm storage and transfer rules, limit where guns can be carried in public and expand civil liability for the gun industry. The bills are now being considered in the Senate.
Maryland lawmakers are debating a measure that would prohibit the manufacture, sale, purchase or transfer of certain handguns that can be converted into automatic weapons using an illegal accessory known as a pistol converter.
The bill doesn’t name specific firearm models, but it would effectively ban secondhand sales of some popular discontinued guns. In urging its members to oppose the bill, the National Rifle Association’s legislative arm says on its website, “These conversion devices are already illegal, yet this proposal targets responsible firearm owners rather than criminals who ignore existing law.”
But sponsors noted that the measure would exempt current owners of the affected firearms and argued that it doesn’t punish responsible firearm owners. Baltimore Mayor Brandon Scott led a rally last week in favor of the bill, saying it would reduce homicides. And a high school student testified to lawmakers about her fears of a school shooting.
Other states have focused on regulating firearm sales.
New Mexico senators passed legislation restricting certain firearm transactions, while lawmakers in New York and Washington state have proposed measures that would prohibit the production and possession of 3D-printing files used to manufacture gun parts to build so-called ghost guns.
Gun control advocates say 3D-printed guns are becoming more common, especially among young people. Just this week, a ghost gun was recovered after a student was shot inside a Maryland high school. The student’s injuries weren’t life threatening, and a suspect has been charged with attempted murder.
But some gun rights advocates say those measures go too far.
We believe that making your own firearms, if you have the skills to do it, is an American tradition. It literally dates back to the founding of our country.
– Chris Stone, director of state and local affairs for Gun Owners of America
“We believe that making your own firearms, if you have the skills to do it, is an American tradition. It literally dates back to the founding of our country,” said Chris Stone, the director of state and local affairs for Gun Owners of America, one of the country’s largest gun advocacy groups. The group opposes bans on 3D-printing firearms.
Republican-led states are pushing in the opposite direction, removing specific firearm regulations, limiting local regulation, strengthening legal protections for gun shops and dismantling “gun-free” zones, such as areas near schools or inside government buildings.
South Dakota Republican Gov. Larry Rhoden signed a bill into law this week that deregulates gun silencers, or suppressors. These devices will be removed from the state’s definition of a controlled weapon.
In Georgia, lawmakers approved a ban that would keep local governments from adopting gun storage requirements. The bill has not yet been sent to Republican Gov. Brian Kemp for consideration.
In South Carolina, legislators have proposed a measure that would protect gun shops from being held liable in lawsuits when crimes are committed with products they sold, as long as the original sale was lawful. That bill remains in committee.
Florida lawmakers advanced legislation last month to lower the age to purchase long guns to 18. The West Virginia Senate also passed a bill that would allow 18- to 20-year-olds to carry concealed weapons without a permit, removing current training and licensing requirements for that age group.
New Hampshire and Wyoming legislators are considering proposals that would prohibit public colleges and universities from regulating whether students, faculty or visitors are able to carry concealed firearms and nonlethal weapons on campus.
Immigration and policing
Questions about the role of law enforcement — particularly in immigration enforcement — have become a flashpoint in state legislatures, as lawmakers debate how closely local and state agencies should cooperate with federal authorities.
In some states, lawmakers are moving to require or expand cooperation with U.S. Immigration and Customs Enforcement. Bills in Alabama, Arizona, Iowa and Kentucky would encourage or mandate that state or local law enforcement agencies collaborate with ICE or expand officers’ authority to question or detain people over their immigration status. Supporters argue the measures are necessary to enforce federal law and improve public safety.
Other states are taking the opposite approach. In Virginia this month, Democratic Gov. Abigail Spanberger ended a 287(g) agreement with ICE that allowed state police and corrections officers to assist the agency with certain federal immigration enforcement functions. Spanberger, who has a background in law enforcement, had promised in her campaign to end the agreement, saying she wants policing agencies to focus on their core duties.
The move drew sharp criticism from state Republican leaders, with GOP lawmakers arguing that the decision prioritizes politics over public safety and could expose the state to retaliation from the Trump administration.
New York Gov. Kathy Hochul, a Democrat, introduced a similar proposal last month that appears to be gaining more support from police and elected officials.
The Maryland House and Senate this month also overwhelmingly approved bills that would prohibit 287(g) agreements between local police and federal immigration agencies. Democratic Gov. Wes Moore is expected to sign them. Several local law enforcement officials across the state have urged the governor to veto the measures, arguing that ending the agreements would lead to more federal immigration enforcement activity and higher crime rates.
Beyond immigration, legislatures also are grappling with broader questions about policing authority and accountability.
In Indiana, lawmakers approved legislation expanding the role of the National Guard’s military police in certain law enforcement functions, giving the governor authority that some Democrats say could be abused.
Iowa lawmakers are considering a proposal that would eliminate affirmative action and anti-bias training requirements for police officers.
A bill in Utah would create the Violent Crime Clearance Rate Fund, which would provide grants to law enforcement agencies to support efforts to improve the rate at which violent crimes are solved.
Sentencing and prison conditions
State legislatures also are revisiting what happens after arrest, with several states considering tougher penalties for certain crimes.
Iowa Republicans have proposed a 20-year mandatory minimum sentence for some repeat offenders.
Alabama lawmakers are considering a bill that would raise the base penalty for fleeing from police from a misdemeanor to a felony, with harsher penalties for repeat offenses and other aggravating factors.
The Kentucky House advanced a bill aimed at cracking down on street racing. It would impose penalties of up to 30 days in jail and $1,000 in fines, and allow vehicles used in the offense to be destroyed or auctioned to support the state’s crime victims compensation fund.
Other states are pursuing more rehabilitative approaches.
Lawmakers in Washington state are considering legislation that would give people serving long sentences a new pathway to release.
Oklahoma lawmakers have proposed a measure that would eliminate the requirement that a prison inmate serve a set amount of time before becoming eligible for good-time credits, which would also allow people awaiting transfer to prison to earn these credits sooner.
Last month, Illinois Democratic Gov. JB Pritzker signed the Clean Slate Act into law, paving the way for an estimated 1.7 million adults with nonviolent criminal records to have them automatically sealed beginning in 2029.
Juvenile justice debates also have been unfolding alongside these efforts.
States including Colorado, Utah, Missouri, Maryland and Kansas are reconsidering when young people can be charged as adults, how long they can be detained and what role rehabilitation should play.
In Kansas, for example, lawmakers are considering expanding judges’ authority to send youths to juvenile prison and increasing detention limits, moves that opponents say would reverse a decade of changes designed to keep low-risk youths out of custody.
In recent years, poor prison conditions and lax oversight have emerged as a bipartisan concern, driven in part by staffing shortages and the rising costs associated with incarceration.
Florida legislators are considering proposals that would create an independent ombudsman to monitor prison conditions. Alabama and Arizona lawmakers have filed measures that would address oversight of food services in prisons and fund the state’s independent prison oversight office, respectively.
Several states are working to expand death penalty options, both for crimes and for execution methods.
Alabama legislators passed a measure this month that would expand the death penalty to include child sex crimes. The bill is now awaiting the signature of Republican Gov. Kay Ivey, who expressed her support for the proposal last month.
In Indiana, lawmakers considered a proposal that would add firing squad and gas as execution methods.
In New Hampshire, lawmakers are considering two Republican-backed bills that would reinstate the death penalty — nearly seven years after the state voted to abolish it. One bill would bring it back for homicide or sexual assault offenses against children under 13, while the other proposal would reinstate it for capital murder, which would combine the murder with aggravating circumstances.
Republican Gov. Kelly Ayotte told reporters last fall she would like to see capital punishment restored in the state.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
LOS ANGELES, Calif. -HopSkipDrive, a leading technology company partnering with school districts to get kids to school more quickly, safely, and easily than anyone else, today released new data highlighting the impact of its expert-developed CareDriver education and the deep experience of its driver network. Following the launch of the company’s industry-leading driver education program focused on supporting students with neurodivergence, internal data reveals that 94% of surveyed CareDrivers say they feel confident supporting neurodivergent riders, a result that translates directly into greater preparation for students and better experiences for students, families, and school staff. Additionally, 85% of surveyed CareDrivers found these proprietary resources, developed in partnership with nationally recognized child development leaders, essential in preparing for these specialized rides.
Defining the “Caregiver on Wheels”
Unlike traditional rideshare platforms or traditional unlicensed brokers, HopSkipDrive vets the human, not just the paperwork. CareDrivers are highly qualified individuals from the community—often parents, nurses, or educators—who provide a dignified and supportive experience for students.
Reflecting a deep well of expertise within the network, CareDrivers bring a median of 10 years of prior caregiving experience. Every CareDriver is vetted through a rigorous 15-point certification process, which includes fingerprint-based background checks and mandatory video screenings to evaluate empathy and situational judgment before their first trip.
“My son’s driver was patient and understanding with him since he’s a special needs child,” says Andrea O., a parent in Los Angeles. “She always watched him get inside the building before she took off to make sure he got in safely. She provided a safe and calm atmosphere.”
The Differentiator: Education That Empowers Care
School districts often spend 95% of their time solving transportation for the most vulnerable 5% of their students, such as those with IEPs or those experiencing homelessness. HopSkipDrive’s customized curriculum provides CareDrivers with practical skills in:
Trauma-informed care to support students during difficult transitions.
Supporting neurodivergent riders and understanding sensory sensitivities to ensure a calm ride environment.
De-escalation techniques for proactive ride management.
“The integration [of HopSkipDrive] has significantly streamlined our processes, allowing for a smoother and more responsive service for our students,” says Marcy P., Littleton Public Schools in Littleton, Colorado. “It allows me to fully focus as a ride organizer by saving me valuable time.”
The Power of Direct Accountability
This specialized preparation is a primary differentiator of HopSkipDrive, which prioritizes direct accountability and verified oversight for every trip. As a fully licensed and regulated Transportation Network Company (TNC), HopSkipDrive maintains a direct relationship with every CareDriver on the platform. This allows for rigorous, transparent reporting and a level of verified compliance that provides school districts with peace of mind and reduced liability.
“Safety and education are not add-ons; they are the foundation of our entire model,” says Jennifer Brandenburger, SVP of Safety at HopSkipDrive. “Because we maintain a direct relationship with every CareDriver, we can ensure our specialized education reaches every person behind the wheel without a ‘game of telephone.’ This direct accountability ensures drivers are not just vetted, but truly prepared for the students they serve, providing districts with a level of verified compliance and risk reduction that subcontracted models simply can’t guarantee.”
About HopSkipDrive:
HopSkipDrive is a leading technology company partnering with school districts to get kids to school more quickly, safely, and easily than anyone else. The company is modernizing the $30 billion school transportation industry through two core solutions: a care-centered transportation marketplace and an industry-leading transportation intelligence platform, RouteWise AI. HopSkipDrive’s marketplace supplements school buses and existing transportation options by connecting kids to highly-vetted caregivers on wheels, such as grandparents, babysitters, and nurses in local communities. RouteWise AI helps schools and districts address critical challenges, including budget cuts, bus driver shortages, and reaching climate goals. HopSkipDrive has supported over 13,500 schools across 21 states, with nearly 1,300 school districts, government agencies, and nonprofit partners. More than five million rides over 95 million miles have been completed through HopSkipDrive since the company was founded in 2014 by three working mothers.
A handful of tech YouTubers recently got hands-on with the Rivian R2.
Like many other new EVs, Rivian is using electronic door handles.
Prices for the new mid-size R2 are expected to start at around $45,000.
After a string of high-profile crashes in the US and overseas, automakers are facing increased scrutiny over something as basic as door handle design. Once a simple mechanical feature, door handles have become unnecessarily complicated with the rise of electronic systems.
Companies like Tesla and Rivian are facing significant criticism for where they’ve located the emergency interior mechanical door releases if electronic issues prevent the buttons from working. Rivian’s solution for second-row passengers is particularly bad in the R1T and R1S, as they need to remove a large black plastic panel and then reach in to pull a cable to release the door.
Is the upcoming Rivian R2 any better? Not really. A handful of tech YouTubers recently had the chance to check out pre-production versions of the R2, and JerryRigEverything has provided us with our first look at the R2’s mechanical latches.
The latch in the front row is quite simple. Positioned on the underside of the floating storage compartment is a little black plastic handle used to open the doors in emergencies. It’s similar to what’s found in the R1T and R1S, although the emergency releases on those models are larger and easier to identify.
Then there’s the rear. The release is in the same position as the one up front, but bizarrely, passengers have to remove a small plastic cover and then pull a cord, just like they do in the R1 models. The only upside is that the placement has changed slightly for the better.
If you have to give your backseat passengers a tutorial on something as basic as opening the doors in an emergency, the design isn’t clever, it’s flawed. Why Rivian didn’t just carry over the simpler front-door setup is anyone’s guess, but it comes across as needless complexity at best, or cost-cutting by reusing the same flawed design at worst.
Is An Update Happening?
There had been some talk of changes. Rivian was reportedly reworking the R2’s emergency releases in response to incidents involving drivers trapped in burning Teslas. But based on this early look, it doesn’t seem like any major improvement has been made compared to the R1 models.
Although, as this example was a pre-production model, it’s possible that things will be changed for production. Or at least, that’s what we hope.
Rivian isn’t alone here. Beyond Tesla, unsurprisingly the poster child for controversial design choices, even Ford has run into trouble with the Mustang Mach-E’s door latches.
And it’s not just the inside of the car that’s raising concerns. Exterior pop-out door handles have created so much controversy that China has decided to ban them on all electric vehicles starting in 2027.
An unusually persistent cold front sweeping snow and freezing rain across the U.S. last month exposed a key vulnerability in school transportation systems across the South and Mid-Atlantic regions, where prolonged bouts with such severe winter weather is rare.
School districts unaccustomed to sustained winter weather were forced to suspend or significantly alter school bus operations, triggering widespread school closures, delays and logistical strain.
In Virginia, where snowfall is typically modest and short-lived, school districts across northern and central parts of the state struggled to safely operate school buses after repeated rounds of snow, freezing rain and overnight refreezing.
Fairfax County Public Schools, the state’s largest school district, canceled or delayed classes for multiple days, citing icy secondary roads and blocked school bus stops. Albemarle County Public Schools reported similar challenges, noting that while major roadways were largely cleared, neighborhood streets remained hazardous for large school buses navigating early-morning routes.
In neighboring North Carolina, Charlotte-Mecklenburg Schools (CMS) also faced transportation disruptions as icy conditions lingered on secondary roads. District officials said decisions to close, delay, or shift to remote learning are guided by a broad, safety-first assessment that extends well beyond road conditions alone.
“CMS considers multiple factors, including primary and secondary road conditions, local and state plowing schedules, staff commute safety, student drivers and walkers, accessibility needs, and the readiness of more than 200 facilities that must be safely cleared of snow and ice,” said Tom Miner, assistant communications officer for the district.
Miner told STN that Charlotte-Mecklenburg schools and administrative sites are not maintained by city or county crews. While local agencies focus on public roadways, district operations teams are responsible for clearing school parking lots, entrances, walkways, and bus lots to ensure safe conditions on campuses.
Because Charlotte-Mecklenburg serves a geographically large and diverse community, Miner said decisions prioritize countywide student and staff safety. When school is in session, district operations significantly increase traffic on local roads through buses, staff vehicles, families and student drivers, a factor weighed carefully during weather-related decision-making. District leaders also rely on guidance from weather experts and emergency management officials as recovery efforts unfold across the county.
The impact of the cold front was also pronounced in Tennessee, where severe winter weather remains relatively infrequent outside of mountainous areas. In east and middle Tennessee, a rare combination of freezing temperatures, snow and icy road conditions prompted widespread school closures as bus fleets were sidelined. Metro Nashville Public Schools canceled classes after determining that residential roads and rural routes were unsafe for bus travel.
Rocky (and Icy) Top
In Knox County, back-to-back winter storms over the past two weeks forced multiple canceled instructional days and delayed schedules. Ryan Dillingham, executive director of transportation for Knox County Schools, said even modest winter weather can have outsized effects in the region.
“We’re in an area that typically does not see heavy winter weather, so a relatively small amount that wouldn’t even be worth considering in other parts of the country can impact us heavily,” Dillingham told STN.
Knox County Schools
Dillingham said the district relies on a network of contracted bus operators positioned throughout Knox County to assess road conditions during weather events, combining those reports with forecast data and information from law enforcement, first responders and school safety and maintenance teams to guide decision-making.
“One of the unexpected impacts of these storms has been to drain our supplies of salt and de-icing compounds,” he explained. “We’re almost out locally, and suppliers are facing delays getting resupplies. That has led the county to prioritize major thoroughfares over neighborhood roads, which is logical and appropriate, but we have a lot of stops on neighborhood roads, so we feel that impact.”
Transportation officials across the region emphasized that many school bus fleets in southern states are not equipped with snow tires or chains, equipment typically unnecessary given their usual climates. Even brief overnight refreezing made routes unpredictable, forcing districts to prioritize safety over maintaining regular schedules.
Educators expressed frustration with the disruptions but largely supported school district decisions, acknowledging that transportation systems designed primarily for extreme heat and heavy rain are ill-suited for winter storms. The disruptions also renewed discussions about preparedness, with some districts exploring expanded use of remote learning days or adjustments to academic calendars to account for weather-related instructional losses. While forecasters expect temperatures to gradually moderate, school leaders say the cold front has already left a lasting impression.
Jaguar is recalling 2,278 I-Paces in the United States.
Battery flaw may cause thermal overload and short circuits.
Affected I-Paces will get software limiting charging capacity.
The Jaguar I-Pace was praised upon its release in 2018, even being named both the World Car of the Year and European Car of the Year in 2019. But that early momentum hasn’t aged well. Over the years, the I-Pace’s reputation has unraveled under the weight of battery-related problems, repeated recalls, and even a US buyback program.
Now, the I-Pace is back in the spotlight for all the wrong reasons. Jaguar has issued yet another recall in the United States due to a serious battery defect, something that doesn’t bode well for its EV aspirations.
More Battery Trouble
This time, the culprit is thermal overload linked to a folded anode tab, which could cause a short circuit. Battery supplier LG has acknowledged there may be additional problems, though investigations are still ongoing.
This latest recall impacts 2,278 I-Paces. Of these, 1,824 are 2020 models built from April 8, 2019, to January 8, 2020, while 454 are 2021 models assembled from March 9, 2020, to June 10, 2021.
According to Jaguar, none of the vehicles involved in this latest recall were taken off the road under prior recall campaigns, nor have their battery packs been replaced, as other I-Paces have.
What Owners Are Being Told
Jaguar is so concerned about the battery issue that it is urging owners to take immediate precautions. Vehicles should be parked outdoors and kept away from buildings. Additionally, owners are being told to charge their vehicles to no more than 90 percent and only when outside.
The issue appears to be persistent. Jaguar has revealed that several 2019 I-Pace models recalled in the past for fire risk were subjected to another recall in 2024. These cases prompted a deeper examination of the battery system, leading directly to the current action.
Impacted models will will receive updated software that limits the maximum state of charge to 90 percent while Jaguar continues work on a permanent fix. Dealers will be notified of the recall starting February 19, and owners should expect official communication from Jaguar no later than April 3.
Hyundai recalled Ioniq 5 and 9 for a battery pack issue.
Some high-voltage busbars may not be torqued correctly.
Faulty bolts could lead to fire risk or fail-safe mode.
Hyundai is recalling two of its newest electric models, the Ioniq 5 and Ioniq 9, in the United States due to a potential fire risk stemming from a battery defect. Both models are currently produced at the company’s plant in Georgia.
According to Hyundai, the issue involves the battery pack’s internal components and could increase the risk of electrical fire if not addressed. Specifically, a recall notice points to improperly tightened high-voltage busbars during assembly.
If the retention bolts work loose over time, this could lead to electrical arcing within the battery pack, which in turn may trigger a fire. Hyundai also notes that these loose connections could disrupt voltage readings, pushing the vehicle into a fail-safe operating mode.
How Many Vehicles Are Affected?
The recall affects a very limited number of vehicles. Hyundai has identified 21 units of the Ioniq 5 from the 2025 to 2026 model years, built between January 24 and September 8, 2025. Additionally, just six Ioniq 9s produced from April 8 to September 12, 2025, are impacted.
The issue was first identified in November, when Mobis North America Electrified, Hyundai’s in-house battery supplier, discovered a battery system assembly unit that failed a quality test. The root cause was traced to under-torqued busbar bolts. By December, Hyundai had compiled a list of potentially affected VINs, and the recall decision followed in January.
Hyundai has confirmed that no related incidents have occurred in the field. So far, there have been no reports of crashes, fires, or injuries linked to the issue.
Starting April 6, Hyundai will notify both owners and dealers. The fix is straightforward. Dealers will inspect the busbar bolts in the battery system assembly and tighten them if necessary.
For many Milwaukee residents returning from incarceration, the difference between stability and setback can hinge on a single document: a valid driver’s license.
Without one, everyday responsibilities can become barriers that undermine a person’s successful return to the community, said Jay Tucker, administrator of community reintegration services at Wisconsin Community Services.
Tucker helps oversee the organization’s long-running driver’s license recovery program, which helps people get back their licenses after suspensions or revocations.
Although the program serves a broad range of low-income Milwaukee residents, Tucker said the loss of a driver’s license is especially destabilizing for people returning from incarceration, particularly as they look for work.
“There’s already a stigma there,” Tucker said. “If I’m already checking a box on an application just to get the job, and now I may not have this valid work credential, it amplifies that stigma.”
Black and poor residents overrepresented
Suspended and revoked driver’s licenses disproportionately affect the city’s Black and low-income residents, said Clarence Johnson, president and CEO of Wisconsin Community Services.
In Wisconsin, most license suspensions and revocations are not tied to dangerous driving but to unpaid fines and forfeitures.
According to Wisconsin Department of Transportation data from 2024, failure to pay forfeitures accounted for more than 44% of revocations and suspensions statewide – far more than operating while intoxicated or point-based violations.
For many, that process starts with a single ticket, said Taffie Foster-Toney, lead case manager for the license recovery program.
“You get one citation, you’re not able to pay it and then it snowballs,” Foster-Toney said.
Breaking a cycle
Shakia Thompson, 33, utilized the Wisconsin Community Services program to get her license back. (Courtesy of Shakia Thompson)
Shakia Thompson, 33, a Milwaukee resident, mother and student, said the cycle was hard to break.
“My license was suspended because I had a lot of operating-after-suspension tickets,” Thompson said. “I would get on a payment plan, get my license back and then get another ticket.”
With work and family responsibilities, she said, staying on top of court appearances became difficult.
“With me working a lot, I wasn’t always able to attend court,” Thompson said. “So it just kept keeping me behind, and I kept owing and owing.”
How the program works
The driver’s license recovery program at Wisconsin Community Services began in 2010.
It serves Milwaukee residents who meet federal poverty guidelines, have a suspended or revoked Wisconsin driver’s license and meet other eligibility guidelines.
Foster-Toney said the process begins with intake and a detailed review of a participant’s driving record.
Individuals are then paired with attorneys through Legal Action of Wisconsin and work case by case to resolve issues across multiple courts and counties.
Options may include payment plans or community service.
Thompson said the payment plan option helped her considerably.
“There were times that I wasn’t able to pay a fine, and then I would get backed up on other bills. So it really helped in the long run,” she said.
Participants can also attend a financial literacy workshop. In return, the program pays up to $60 in Wisconsin Division of Motor Vehicles fees once an individual is eligible for reinstatement.
Public safety benefits
Johnson said helping people regain licenses benefits the broader community.
“People who have valid driver’s licenses tend to be safer drivers,” he said. “When you have assets in your life, you’re much more inclined to make good judgment decisions. The driver’s license program offers hope. It’s a lifeline.”
Thompson said she shares information about the program widely, especially with people balancing many responsibilities, such as family and work.
“I tell a lot of people about it,” she said. “A lot of ladies in school that don’t have their license.”
After getting her license back last summer, Thompson said she’s focused on keeping it.
“I’m doing great with my payment plans, and I have my license,” she said. “I’m moving forward.”
How to connect
Wisconsin Community Services receives referrals from courts, parole agents, nonprofit organizations, city agencies, police officers, Milwaukee Area Technical College and the mayor’s office.
The program is housed at Milwaukee Area Technical College’s downtown campus and accepts walk-ins.
Eligibility requirements are:
A suspended or revoked Class D driver’s license
City of Milwaukee residency
Income that meets federal poverty guidelines
No valid license within the past eight years and completion of the DMV written test within the past 12 months
No operating-while-intoxicated charges, suspensions or revocations related to operating while intoxicated
People can contact Wisconsin Community Services at 414-297-6407 for more information.
The debate on lap/shoulder seatbelts in school buses has divided the student transportation industry. Advocates champion their life-saving potential, while skeptics raise concerns about evacuation challenges and the added cost of equipping
buses with this technology. However, as we reflect on 20 years of data from California, the first state to mandate lap/shoulder belts on new school buses, it appears the benefits of these safety measures outweigh the concerns.
The Golden State’s experience with lap/shoulder belts offers a compelling case for its adoption. Rather than focusing on student fatalities, which we all know are extremely rare each school year, the report released last month investigates student injuries that are infrequently discussed.
Since the state began requiring lap/shoulder belts on new school buses in 2004, pupil passenger injuries have decreased by three-quarters in absolute numbers and by nearly 50 percent in per million miles traveled. These statistics courtesy of Ron Kinney, a former California state director of student transportation and director of government relations for Laidlaw, are not simply numbers. The data taken from California Highway Patrol crash reports represent thousands of children who avoided injury, trauma and life-altering consequences.
Critics argue that lap/shoulder belts could hinder evacuation during emergencies. However, the National Transportation Safety Board (NTSB) has repeatedly emphasized that properly worn lap/shoulder belts reduce the severity of injuries in crashes, particularly in side impacts and rollovers—scenarios where traditional compartmentalization falls short. And as such, these students are better able to self-evacuate, largely because they remain conscious.
The 2014 Anaheim, California school bus crash, cited in Kinney’s research, serves as a reminder of this. NTSB simulations showed that lap/shoulder belts significantly
reduced upper body flailing during the crash and prevented passengers from being thrown into the area of maximum intrusion. This minimized injuries.
California also mandates annual safety training for students, including proper use of passenger restraint systems and emergency evacuation drills. These drills ensure that students are familiar with how to unbuckle their belts quickly and safely in the event of an emergency. Moreover, the data shows that no pupil passengers have been killed in California school bus crashes since the lap/shoulder belt mandate took effect—a testament to their effectiveness in preventing fatalities.
Another common argument against lap/shoulder belts is the cost. Equipping a new school bus with lap/shoulder belts adds a few thousand dollars to the purchase price. However, when spread over a 20-year lifespan of a bus, Kinney’s report claims, this cost amounts to approximately $500 per year or pennies per day per student. Who keeps a school bus that long anymore, you ask? Ahead of the approaching funding cliff for school districts next school year, skipping on replacement cycles is a likely coping strategy. And today’s school buses are at least 90 percent cleaner than 20 years ago, which was a leading reason for hastening replacement cycles, to begin with.
Compare $500 or even $1,000 per year (Blue Bird now makes lap/shoulder belts standard equipment) to the financial and emotional toll of a single injury or fatality, which can result in millions of dollars in litigation costs and immeasurable pain for families. The California data demonstrates that the reduction in pupil passenger injuries alone justifies the investment.
It’s also worth noting that student transporters routinely invest in technologies to improve operational efficiency and safety, such as GPS tracking, routing software and telematics systems, many of which have recurring costs. Lap/shoulder belts are a one-time purchase.
Lap/shoulder belts advantages extend beyond injury prevention. Districts implementing these systems report significant improvements in student behavior and a reduction in driver distractions. When students are properly secured, they are less likely to move around, fight or engage in other disruptive behaviors. This creates a calmer, safer environment for both students and bus drivers, reducing stress and improving job satisfaction.
Fewer behavioral issues mean fewer disciplinary write-ups and less time spent on administrative tasks, freeing up resources for other priorities. Drivers are also
less likely to have to pull over to address misconduct, improving route efficiency, and reducing delays.
The data from California is clear: Lap/shoulder belts not only save lives but reduce injuries and improve the overall safety and efficiency of school transportation. A reconsideration of the three-point seatbelts in school buses is happening. NAPT is expected to release a new paper later this year.
Is it time to finally move beyond the debate?
Editor’s Note: As reprinted from the February 2026 issue of School Transportation News.
Horrific video shows the moments before a school bus struck 11-year-old Amira Aminova as she ran across a Brooklyn street after buying chocolate at a bodega.
Amira Animova in an undated photo posted on GoFundMe.
Police reportedly arrested Wawa Aurelus, 62, the school bus driver who hit Aminova but did not stop at the scene. He was arrested Friday, according to multiple news reports, following the incident that occurred shortly after school let out at 3 p.m. Thursday in the Bath Beach neighborhood.
Aurelus was charged with failure to yield to a pedestrian and failure to exercise due care, both misdemeanors, according to the New York Times.
The video shows Aminova standing on the corner of Bath Ave. at 23rd Ave. and proceeding to cross the street, apparently with seconds remaining on the red-flashing countdown pedestrian signal. As Aminova starts to run across the street, the school bus is seen coming into view heading south on 23rd Ave. and instigating a right-hand turn onto Bath Ave. The bus never stops, and the video cuts out right before it hits the sixth grader.
Aminova was at least the fifth student pedestrian killed this school year nationwide by a school bus, according to School Transportation News research.
State Sen. Steve Chan, a former NYPD officer, represents the 17th district that comprises part of South Brooklyn. He told STN he does not understand how Aurelus did not realize he struck Aminova and continued his route.
“Spending 27 years as a police officer, I’ve seen many accidents involving school buses, tractor trailers and small trucks. Often, a driver will not know when they hit someone in the leg or brushed up against their body. However, in this particular case, I’ve reviewed video tape of the incident from start to finish. This bus driver should have known that he rolled over a person or something,” Chan wrote in an email Saturday. “If he had looked into the rear or side view mirror, he would have seen her on the ground. The intersection was clear and visibility was good. The roadway was dry and flat. The snow built up in the corners was not a factor. There were no other drivers or pedestrians in this intersection. The pedestrian was crossing with the crosswalk and a green light. She did break into a sprint. However, the bus driver had a clear line of sight at the intersection.
“As far as I can tell, this tragedy is the result of complete driver inattention,” he continued. “Of course, I know most school bus drivers are dedicated individuals who help our community every day. But I must ask everyone to use extra caution, especially when making a turn.”
Police later located Aurelus, an employee of Consolidated Bus Service, and took him to the 62nd Precinct for questioning, reported CBS New York. Chan posted on Facebook the driver was detained “a short distance away” from the scene of the collision.
Consolidated Bus Service had not responded to an email seeking comment at this report.
An investigation by the NYPD fatal collision unit continues. A GoFundMe page was set up for Aminova’s mother to help cover funeral and burial costs in Uzbekistan. She immigrated with her daughter to the U.S. several years ago.
Federal agents in fatigues gather in Minneapolis last month. Health care workers in Minnesota and other states say ICE is increasing its presence in health care facilities, deterring people from seeking medical care. (Photo by Nicole Neri/Minnesota Reformer)
Last month, the parents of a 7-year-old girl whose nose wouldn’t stop bleeding took her to Portland Adventist Health in Portland, Oregon, for urgent care. Before the family could get through the doors, federal immigration agents reportedly detained them in the parking lot and took them to a detention center in Texas.
At Hennepin County Medical Center in Minneapolis, workers say U.S. Immigration and Customs Enforcement officers hang around the campus, asking patients and employees for proof of citizenship. Last month, tensions came to a head when ICE agents used handcuffs to shackle a 31-year-old Mexican immigrant to his hospital bed. ICE claimed the man, who had broken bones in his face and a fractured skull, had run headfirst into a wall on purpose while handcuffed and trying to flee.
And last summer, ICE agents chased an immigrant into the Ontario Advanced Surgery Center in Ontario, California, precipitating a confrontation with two surgery center workers wearing scrubs. The two workers were later indicted by a federal grand jury, charged with assaulting and interfering with federal immigration officers.
As the Trump administration intensifies its immigration crackdown, health care workers in multiple states say ICE is increasing its presence in health care facilities, deterring people from seeking medical care and creating chaos that jeopardizes the safety of their patients.
Even before Trump took office last year, Republican-led states such as Florida and Texas began mixing health care and immigration enforcement by requiring hospitals to ask patients about their immigration status. Now that ICE has extended its enforcement activities to hospitals and health care facilities — areas that were largely off-limits during the Biden administration — an increasing number of Democratic-led states are pushing back.
Last month, Massachusetts Democratic Gov. Maura Healey filed legislation “to keep ICE out of courthouses, schools, child care programs, hospitals and churches,” and signed an executive order to limit ICE actions on state-owned property.
In December, Illinois Democratic Gov. JB Pritzker signed a measure that bars health care providers from sharing sensitive health information with federal immigration agents and requires hospitals to develop policies around how they will interact with agents.
And in September, California Democratic Gov. Gavin Newsom signed legislation that makes immigration status and place of birth protected health information, and prohibits agents from entering nonpublic, patient-sensitive areas of health care facilities without a warrant signed by a judge.
Meanwhile, Republican lawmakers in Arizona are pushing legislation that would require hospitals accepting Medicaid patients to include a question on intake forms about immigration status.
Skipping medical care
Whether or not ICE presence is actually increasing at health care facilities, it’s clear that people living in the country illegally are being deterred from seeking medical care, said Drishti Pillai, director of immigrant health policy at the health policy research group KFF.
A KFF and New York Times survey released last November showed that 43% of respondents identifying as immigrant parents living in the country illegally skipped or delayed health care for their children over a 12-month period because they were concerned about immigration enforcement. Even among lawfully present immigrants,10% said that they avoided seeking medical care for their children due to immigration-related concerns.
The one part that is really hard to know is people who are not showing up to the hospital when they usually would.
– Dr. Paula Latortue, an OB-GYN who volunteers with the Migrant Clinicians Network
Pillai also pointed to the Trump administration’s efforts to consolidate the bits of personal data held across federal agencies, creating a single trove of information on people who live in the United States.
“We are expecting that these fears have further been exacerbated this year since the data sharing agreement was made public, and there are certain concerns around privacy of data going forward,” Pillai told Stateline.
Dr. Paula Latortue, an OB-GYN in Washington, D.C., who volunteers with the Migrant Clinicians Network, a nonprofit group that provides health care to immigrants, said it’s unclear how many people are avoiding health care, and how often.
“The one part that is really hard to know is people who are not showing up to the hospital when they usually would for some sort of urgent or emergency complaint,” Latortue said in an interview. “But I think there’s a concern for many physicians in the community that has happened.”
States step in to protect sensitive locations
The Biden and Obama administrations directed ICE to avoid enforcement activities in “sensitive” places such as hospitals, schools and churches unless it received permission from top leaders at the U.S. Department of Homeland Security.
In January 2025, however, the Trump administration rescinded those guidelines, opening up these spaces to immigration enforcement.
Stateline reached out to the White House and the Department of Homeland Security multiple times but did not receive a response. When the administration changed the guidelines, the Department of Homeland Security said that opening up “sensitive” areas to agents “empowers the brave men and women in CBP [Customs and Border Protection] and ICE to enforce our immigration laws.”
The previous guidelines didn’t prohibit ICE from operating in those locations, but it did “strongly discourage” them, according to Sophia Genovese, a legal fellow specializing in immigration law at Georgetown University.
She added, however, that states and cities can enact laws to protect such spaces, even though they are limited in their capacity to “infringe and engage in immigration lawmaking.”
“Warrants are always needed to conduct searches or investigations in private, nonpublic areas, and these warrants need to be signed by a judge. This is just a basic Fourth Amendment right,” Genovese said. “When it comes to ICE entering hospitals and gaining access to private areas of hospitals, that’s an issue of individual hospital policy.”
Genovese said states also can require that hospitals standardize their policies on where law enforcement agents can go within a medical facility and create protocols to ensure agents are presenting a warrant before entering the premises.
Health care workers want protections
Those moves are exactly what health care workers in many states are asking for.
“There’s a high level of fear and anxiety. Nurses see the videos of what’s happening around the country, and nurses have experienced it themselves,” Peter Starzynski, spokesperson for the Oregon Nurses Association, told Stateline.
Last month’s incident involving the 7-year-old girl and her parents in Portland highlighted the importance of protecting health care spaces from ICE, he said.
“That should never happen. That’s disgusting,” Starzynski said.
The Oregon Nurses Association also has condemned ICE’s presence at Legacy Emanuel Medical Center in Portland, claiming agents are violating hospital policies, including on access to patients. Legacy has disputed the union’s allegations, saying that no ICE officers have entered its facilities “unless accompanying a patient in custody.”
“Nurses in emergency rooms deal with local law enforcement on a regular basis, and those relationships are built on mutual respect, where law enforcement understands what they need to do once they enter a hospital,” Starzynski said. “That has changed with the increase in federal agents in Oregon.”
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
What should a school transportation department expect in the wake of a serious or fatal school bus crash? In Tennessee, a painstakingly thorough post-crash investigation process begins by reviewing the bus driver’s training and the bus maintenance records, three of the state’s highway patrol troopers said.
In the immediate aftermath of a school bus crash, school staff should expect authorities to follow specific protocol, beginning with ensuring that everyone who’s injured receives the care they need. Next, they will take steps to preserve the crash scene, properly document physical evidence, take photos, and collect witness statements.
“That includes making sure that nothing’s being taken out before it’s documented and that everything that can be done at the scene is done before anyone starts moving stuff or letting people go,” said Sgt. Jena Eubanks of the Tennessee Highway Patrol. “We may put down paint where a vehicle comes to rest just so we can come out later and measure the scene if need be.”
Lt. Raymond Gaskill said the first steps when investigating a serious or fatal school bus crash include securing the bus driver’s information to determine the commercial driver’s license and training record.
“We’re going to verify that the bus has been inspected and that it was supposed to be operational,” Gaskill said. “Even if the crash is not investigated by the highway patrol, transportation directors know that our team of inspectors have to look at that bus before they put kids back on it.”
If an incident occurred while students were loading or unloading, authorities “want to make sure the eight-way lighting was on and the stop sign was out at the time of the crash so it can be documented,” Gaskill said. “Ninety percent of Tennessee buses have cameras nowadays, so we’ll make sure to get with those transportation directors and look at that video.”
Eubanks said post-crash inspections follow two paths.
“There’s what we do on the people side, and we’ll inspect the bus to see what damage, if there is any damage, occurred as a result of the crash,” she said. “The post-crash inspection is conducted by certified personnel … and it’s a very thorough investigation where we’re breaking down that vehicle mere seconds before the crash and building it back up to see, ‘Was there something wrong with the vehicle at the time that was a causing a factor in the crash?’ Those can take a week or a couple days or weeks more, depending on what we’re dealing with.”
Gaskill said the “people side” probe includes a look back at least 24 hours into the driver’s activities.
“Were they sick? Did they stay up all night? Did they get enough rest? What were they doing? You know, those types of things would all play a factor into the crashes,” he explained.
Authorities will also review on-board technology during a crash event reconstruction with the recognition that systems may not be calibrated or accurate.
“We may use the GPS, but we’d have to look at other factors. My calculations as a reconstructionist tell me their minimum speed was this. The GPS says they were going that fast. That would help your case, but we don’t just take GPS at its word,” Gaskill said.
Distraction the Most Prevalent Cause of Crashes
The most common factors in minor and serious school bus crashes involve hitting mirrors on other vehicles due to being too close to the center line and tail swing when the rear of a bus crosses the center line, according to Gaskill. But, he added, “You would be amazed at how many people rear end a school bus, and you can’t train for that.”
Eubanks said most crashes she sees are caused by “some type of distraction.”
“Whether it’s on the driver of the bus or the driver of the other vehicle because most crashes can be prevented, but I would say most of them are distractions,” Eubanks said.
Capt. Allen England said Gaskill’s and Eubanks’ observations can be covered under one umbrella: Human error.
“Whether it’s distraction or tail swing or something else, that’s human error in the operation of the vehicle. Whether it be loading or unloading children or a child getting caught in a door and dragged, it’s the people factor, human error,” he said. “Rarely do we ever see, maybe two out of 100 times, a mechanical defect that may have contributed to a crash. But that’s human error, too.”
The best crashes, though, are the ones that never happen, thanks to foresight and preparation. The Tennessee Highway Patrol’s focus on preventing crashes begins by inspecting 147 school districts’ roughly 9,800 buses.
“We inspect every school bus in the state at least once per year, some twice or more per year. We train every driver at least one time per year, maybe more. We notify transportation directors of downgrades or anything that alters that driver’s license that they need to know about or they may need to take a driver out of a school bus,” England said. “We have a very robust program, and we have committed individuals to the program to help kids safe.”
The four hours of mandated driver training address common safety issues, Gaskill said. “We look at the crashes that come in across the state throughout the year, and that’s what we train next year,” he added. “If we have a lot of tail swing incidents, we make sure to put in training about tail swing. … Student management is always a big one.”
As long as transportation departments are performing proper bus maintenance and conducting effective training, England said, his best advice for fleet managers to prevent accidents is “first and foremost, know your driver.
“The driver is typically the largest factor in the crash. So, they need to understand the driver and what’s going on with them. If the driver is going through something horrendous in his personal life, is that going to affect his ability to safely operate that bus?” he continued. “Know your driver and engage with those drivers as frequently as you can.”
Eubanks agreed. In addition to extending England’s advice to the shop foreperson and mechanics, she encouraged fleet managers to conduct video reviews of bus drivers and follow up on complaints about erratic or unsafe driving.
“Also make sure your drivers are doing what they’re supposed to do regarding pre-trips and post-trips. Pre-trip and post-trip (inspections) are required by federal mandate and by our state regulations,” Eubanks said. “Make sure that driver is taking that time in the morning and in the afternoon to walk around their bus make sure everything’s good to go on it, and notating anything that’s wrong and ensuring that that bus is getting fixed properly.”
Another investigation is underway after a Waymo driverless vehicle hit a young pedestrian, this time in Santa Monica, California.
Last month, School Transportation News reported that Waymo’s driverless vehicles are still illegally passing Austin Independent School District school buses in Texas despite multiple attempts to correct the situation. The National Highway Traffic Safety Administration opened a preliminary evaluation Oct. 17, after a Waymo vehicle failed to stop and passed a school bus in Atlanta, Georgia a month earlier.
NHTSA opened another investigation Jan. 28 following the Santa Monica incident, which is about 15 miles west of downtown Los Angeles. The preliminary evaluation states that on Jan. 23 Waymo “reported to the Office of Defects Investigation (ODI) that a Waymo Automated Vehicle (AV) had struck a child near an elementary school earlier that day.”
The incident occurred within two blocks of the Santa Monica elementary school and during normal school drop off hours. Other children, a crossing guard and several double-parked vehicles were in the vicinity.
The child reportedly ran across the street from behind a double-parked SUV towards the school and was struck by the Waymo AV. Waymo reported that the child sustained minor injuries. The Waymo driverless vehicle was operated by the 5th Generation Automated Driving System.
“At Waymo, we are committed to improving road safety, both for our riders and all those with whom we share the road. Part of that commitment is being transparent when incidents occur,” the blog post states.
The company details the incident, noting that it contacted NHTSA and will cooperate with the investigation.
“The event occurred when the pedestrian suddenly entered the roadway from behind a tall SUV, moving directly into our vehicle’s path,” the post notes. “Our technology immediately detected the individual as soon as they began to emerge from behind the stopped vehicle. The Waymo Driver braked hard, reducing speed from approximately 17 mph to under 6 mph before contact was made.”
The Waymo post notes that “a fully attentive human driver in this same situation would have made contact with the pedestrian at approximately 14 mph. This significant reduction in impact speed and severity is a demonstration of the material safety benefit of the Waymo Driver.”
Following contact, the student pedestrian reportedly stood up and walked to the sidewalk, and Waymo called 911. The driveless vehicle moved to the side of the road and stayed there until law enforcement cleared the vehicle.
“This event demonstrates the critical value of our safety systems,” Waymo added. “We remain committed to improving road safety where we operate as we continue on our mission to be the world’s most trusted driver.”
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