propane or CNG engines. “Operating range, long-term durability and resale value of gaso- line- and propane-powered school buses are also much lower than those of newer clean die- sel school buses,” he said. “This means that even though gasoline buses cost less to purchase, over the life of the bus, they end up costing fleets more than clean-diesel school buses.” While he wouldn’t discuss future product plans, Chaaya said Thomas will offer customers their choice of equipment and propulsion tech- nology to best suit their individual needs, along with support to ensure effective deployment. “At TBB, we offer myriad options for both conven- tional and alternative fuel propulsion, and that dynamic will continue for quite some time as we work toward our corporate goal of delivering exclusively CO2-neutral new vehicles by 2039,” he said. Meanwhile, Francisco Lagunas, general man- ager of Cummins Inc. North America, noted
that the EPA 2027 final rule provides clarity and allows the company to refine its product plan to provide the best, long-term offering for its customers. “Cummins is focused on achieving real-world NOx and greenhouse gas reduc- tions,” Lagunas explained. “We appreciate EPA’s efforts to balance diverse stakeholder perspec- tives while delivering significant environmental benefits. We are focused on meeting customer needs with a broad portfolio of solutions to meet the standards with reliable and durable new internal combustion engines and zero tailpipe emission powertrains that our custom- ers will be ready to adopt. These products will include diesel, gasoline, and battery electric powertrains, in addition to alternative fuel types like natural gas and propane.” Lagunas added that the next generation of
diesel products will carry Cummins through the decade and into the 2030s. The company expects to accomplish this by delivering fuel economy
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