Electric school buses are giving kids a cleaner, but costlier, ride to class

Published

3 years ago

December 10, 2022

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BEVERLY, Mass. — It’s a gray November morning, and we’re on board a long, yellow school bus.

The bus bounces over this Boston suburb’s patched streets in a way that would be familiar to anyone who ever rode a bus to class. But the bus is quiet – and not just because there are no kids on board.

This school bus is electric.

Right now, only a tiny fraction of the roughly 480,000 school buses in America are battery-powered. Most still use gasoline or diesel engines, just as they have for decades. But thanks to fast-maturing electric-vehicle technology – and the new incentives available under the Bipartisan Infrastructure Law and the Inflation Reduction Act – electric school buses are set to become much more common over the next decade.

“It’s like a big huge go-kart,” said the bus driver on that November day, who’s been driving school buses, mostly gas-powered, for over three decades. “When you accelerate, you move. When you stop accelerating, you stop. And you don’t hear any sound.”

“Driving a diesel bus is not like driving a go-kart,” she said.

Greener pastures

Environmental activists have been working for years to try to replace diesel and gasoline school buses with new electric models. Until recently, they faced some big challenges: Only a couple of companies made fully electric school buses, prices were very high, and the need for new “refueling” and maintenance infrastructure to replace tried-and-true diesel proved too daunting for many school officials.

That’s starting to change. Over the last couple of years, more companies — including long-established school-bus manufacturers — have begun making electric school buses, government subsidies have increased, and regulators and nonprofits have worked to educate school districts, utilities and the general public about the advantages.

But this isn’t like selling electric vehicles to drivers. School districts have to navigate a confusing array of subsidies and restrictions — and deal with the awkward fact that right now, a new EV bus costs a lot more than a traditional diesel-powered bus (in fact, three to four times as much).

It’s hard to make a battery-electric version of a long-haul truck, like EV startup Nikola is working on, as the batteries required to deliver the distance weigh a lot and take hours to recharge.

But the case for a school bus — which needs only limited range of mileage, and has plenty of idle time to recharge — is much simpler. And the advantages to the traditional buses are clear.

They’re much better, and their savings are much greater once you actually get them into the depot.

Sue Gander

Director at the World Resources Institute

Not only do electric school buses, or ESBs, help the environment — by not expelling diesel fumes or other emissions —they’re also better for the children they carry, particularly those suffering from chronic respiratory conditions such as asthma.

Like other electric vehicles, ESBs are also likely to have lower maintenance costs over time than their internal-combustion counterparts.

Plus, the buses’ large batteries can store and deliver energy to power buildings and other devices, whether temporarily in an emergency or as part of a larger renewable-energy strategy.

Driving up costs

All of those advantages come with a price tag, however.

ESBs are expensive: Battery-electric versions of small “Type A” school buses cost roughly $250,000, versus $50,000 to $65,000 for diesel; full-size “Type C” or “Type D” buses can range from $320,000 to $440,000 in electric form, versus about $100,000 for diesel.

“They’re much better, and their savings are much greater once you actually get them into the depot,” Sue Gander, a former U.S. Environmental Protection Agency official, told CNBC in a recent interview. “But the upfront is such that, without [government] incentives, you can’t break even [in comparison to diesel buses].”

Gander leads the World Resources Institute’s Electric School Bus Initiative, a project funded in part by the Bezos Earth Fund established by Amazon’s founder, Jeff Bezos. The initiative works with school officials, utility companies and ESB manufacturers to try to accelerate the adoption of zero-emission school buses.

“We think for the next three or four years, as costs come down, as scale goes up, we’ll need to have those incentives in place to make the numbers work,” she said.

And like other electric vehicles, ESBs will require new infrastructure: At minimum, a school district or bus operator will need to install chargers and retrain their mechanics to service the new buses’ battery-electric drivetrains and control systems.

A Thomas Built electric school bus in Beverly, Massachusetts.

John Rosevear | CNBC

For small school districts, and those in low-income areas, the costs and challenges can be daunting.

Duncan McIntyre is trying to make it easy, or at least easier, for school districts to go electric. After years in the solar-energy business, he founded a company, Highland Fleets, that aims to make the switch to electric buses simple and affordable for school districts and local governments around the country.

“You’ve got more expensive equipment, but it operates much cheaper,” he said, noting that — as with other EVs — the costs of charging and maintaining an electric school bus are considerably lower than with gas or diesel buses.

The last piece, he says, “which everyone overlooks, is that those bus batteries can send power back to the grid to meet peak demand. And that’s an energy market’s opportunity to create additional revenue.”

Government incentives

The Bipartisan Infrastructure Law passed late last year includes $5 billion in subsides for low- and zero-emission school buses over the next five years.

The EPA, charged with administering those subsidies, said in September about 2,000 U.S. school districts had already applied for the subsidies, with over 90% of those applications requesting electric buses. (The remainder were seeking subsidies for low-emissions buses powered by propane or compressed natural gas, the agency said.)

Not all of those applications, which combined amount to nearly $4 billion in subsidies, will be approved immediately. The EPA awarded about $1 billion in funds in October, giving priority to low-income, rural, and tribal communities. It expects to distribute another $1 billion in 2023.

California offers state-level subsidies, through its Air Resources Board, of up to $235,000 per bus, plus an additional $30,000 per bus for charging equipment. The agency set aside $122 million for the program this year.

Colorado has made available $65 million in funding for a similar program. And New York, Connecticut, Maryland and Maine all moved to set up similar programs this year, with New York the first to target a 100% electric school bus fleet by 2035.

The money is helpful, but Gander said school districts still need to think through all of the aspects of going electric.

“It’s really about supporting school districts, helping them understand where do electric buses fit into my fleet at the moment? And how do I plan for continuing to add them in to my fleet as I go along?” Gander said. “How do I develop the infrastructure? How do I access the funding and financing that’s out there? And how do I involve the community in this process?”

Environment

China’s nationwide ‘cash for clunkers’ trade-in program causing huge e-bike boom

Published

5 hours ago

July 4, 2025

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China's nationwide 'cash for clunkers' trade-in program causing huge e-bike boom

While much of the Western world is still figuring out how to get more people on electric bikes, China just flipped a switch, and the results are staggering. Thanks to a generous nationwide trade-in program rolled out around six months ago, China has seen an explosive surge in electric bicycle sales, with over 8.47 million new e-bikes hitting the road in the first half of 2025 alone.

The program, which offers subsidies to riders who trade in their old, often outdated electric bikes for newer, safer, and more efficient models, has sparked a new e-bike sale boom in a country already dominated by e-bike travel. In major provinces like Jiangsu, Hebei, and Zhejiang, over one million new e-bikes were sold in each region in just six months. That’s a tidal wave of e-bike sales.

The incentives vary depending on location and the model being traded in, but for many consumers, the subsidies cover a substantial portion of a new e-bike’s price – enough to turn a “maybe next year” purchase into a “right now” upgrade. And these aren’t just budget bikes either. The program has driven demand for higher-quality models with better batteries, safer braking systems, and more reliable electronics, accelerating both adoption and innovation across the industry.

The move has proven successful in replacing the millions of older models with lower-quality lithium-ion batteries that had posed safety risks around the country. Instead, China has pushed for higher-quality lithium-ion batteries, a return to a newer generation of higher-performance AGM batteries, and even interesting new sodium-ion battery options.

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Most e-bikes in China look more like what we’d consider seated scooters

According to China’s Ministry of Commerce, more than 8.4 million consumers have participated in the e-bike trade-in program so far, contributing to a sales increase of 643.5% year-over-year and more than doubling sales month-over-month. Meanwhile, production of new electric bicycles rose by nearly 28%, as manufacturers scrambled to meet demand. The sales boosts have already been seen in the financial reports of major industry players like NIU.

And it’s not just the big players benefiting – over 82,000 small independent e-bike dealers reported average sales increases of ¥302,000 (around US $42,000), giving a serious boost to local economies.

What’s particularly striking here is how fast this happened. The program was officially launched late last year as part of a broader effort to stimulate domestic consumption and phase out outdated vehicles and appliances. But while most analysts expected gradual growth, the e-bike sector responded much more quickly. In less than a year, the trade-in subsidies have reshaped the electric bicycle market, creating a consumer-driven boom that shows no signs of slowing.

For those of us watching from outside China, it’s hard not to wonder what might happen if other countries tried something similar. While most families in Chinese cities already own an electric bike and thus see this as an opportunity to trade it in for a newer model, Western countries like the US are still figuring out how to stimulate commuters into buying their first e-bike.

It’s too soon to know exactly how long the boom will last or whether the momentum will carry into 2026 and beyond. We’ve seen bicycle industry bubbles grow and burst before. But one thing’s clear: with the right incentives, even modest ones, it’s possible to ignite real, large-scale change. China just proved it with nearly 8.5 million new e-bikes to show for it.

And if you’re wondering what it looks like when a country takes electric micromobility seriously, this is it.

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Environment

Day 1 of the Electrek Formula Sun Grand Prix 2025 [Gallery]

Published

12 hours ago

July 3, 2025

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Day 1 of the Electrek Formula Sun Grand Prix 2025 [Gallery]

electrek formula sun grand prix solar car track event race

Today was the official start of racing at the Electrek Formula Sun Grand Prix 2025! There was a tremendous energy (and heat) on the ground at NCM Motorsports Park as nearly a dozen teams took to the track. Currently, as of writing, Stanford is ranked #1 in the SOV (Single-Occupant Vehicle) class with 68 registered laps. However, the fastest lap so far belongs to UC Berkeley, which clocked a 4:45 on the 3.15-mile track. That’s an average speed of just under 40 mph on nothing but solar energy. Not bad!

In the MOV (Multi-Occupant Vehicle) class, Polytechnique Montréal is narrowly ahead of Appalachian State by just 4 laps. At last year’s formula sun race, Polytechnique Montréal took first place overall in this class, and the team hopes to repeat that success. It’s still too early for prediction though, and anything can happen between now and the final day of racing on Saturday.

Congrats to the teams that made it on track today. We look forward to seeing even more out there tomorrow. In the meantime, here are some shots from today via the event’s wonderful photographer Cora Kennedy.

Stay tuned for more!

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Environment

Tesla sold 5,000 Cybertrucks Q2, Optimus is in chaos, plus: the Infinity Train!

Published

14 hours ago

July 3, 2025

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Tesla sold 5,000 Cybertrucks Q2, Optimus is in chaos, plus: the Infinity Train!

The numbers are in and they are all bad for Tesla fans – the company sold just 5,000 Cybertruck models in Q4 of 2025, and built some 30% more “other” vehicles than it delivered. It just gets worse and worse, on today’s tension-building episode of Quick Charge!

We’ve also got day 1 coverage of the 2025 Electrek Formula Sun Grand Prix, reports that the Tesla Optimus program is in chaos after its chief engineer jumps ship, and a look ahead at the fresh new Hyundai IONIQ 2 set to bow early next year, thanks to some battery specs from the Kia EV2.

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New episodes of Quick Charge are recorded, usually, Monday through Thursday (and sometimes Sunday). We’ll be posting bonus audio content from time to time as well, so be sure to follow and subscribe so you don’t miss a minute of Electrek’s high-voltage daily news.

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