amount above the daily rack price. The 200-plus fleet of largely diesel- and gasoline-powered school buses also includes four electrics. “We aim to budget slightly higher than expected, allow- ing us to allocate any surplus to other areas or cover fuel costs if prices rise,” said Belinda Govich, director of trans- portation. “We monitor the fuel market, and we’ve been able to avoid significant surpluses or deficits. For electrici- ty, the district is limited to a single vendor, so it remains to be seen how costs will develop over time there.” Govich noted that the difference between purchasing
diesel or gasoline through state contracts and working with a single utility for electricity lies in how the pricing is structured and the stability of those prices. For diesel and gasoline, state contracts typically lock in a set price based on a fixed rate over the rack price, offering predictability. “This price remains stable for a given period, usually
a week or more, regardless of demand or time of day, allowing for more consistent budgeting,” she noted. “Even when using a custom bid, the pricing can often be com- pared against the state contract to ensure you’re getting competitive rates, which can vary by region but remain relatively stable in the short term.” Purchasing electricity, on the other hand, often means
dealing with a single utility provider with rates that can fluctuate depending on the time of day or season. Govich pointed out that electricity prices may vary between peak and off-peak hours, meaning one could pay more during high-demand times, such as early mornings or evenings, and less during lower-demand periods. “These fluctuations introduce a level of uncertainty in costs, which makes it more challenging to predict and budget for long-term energy expenses,” she said. “This is especially important when charging electric buses, as charging times and rates need to be carefully planned to avoid peak pricing.” The specific requirements of traditional fuel versus
electricity necessitate different management strategies, ac- cording to Govich. “Traditional fuel maintenance includes routine inspections of dispensers and storage tanks, with annual inspections and tightness tests to ensure safety and compliance,” she explained. “Electric vehicle chargers, being more complex, will more than likely require regular updates to both hardware and software.” This could involve checking physical components and ensuring that software remains current to maintain opti- mal performance and security. Cost has become less of a concern over the past de-
cade for Missouri’s Grain Valley Schools located just east of Kansas City. That’s in large part due to a move toward adopting propane, which is now used in over half of the district’s 54-vehicle fleet. Transportation leaders first
Something Old, Something New
The idea of balancing the use of
different fuels really isn’t new, noted Di- ana Mikelski, director of transportation for Township High School District 211 in Palatine, Illinois. She began switch- ing some school buses to propane in 2018.“From the history of our district, I learned that we were gas for many years,” she said. “When diesel options hit the market, they switched to that. I believe our choices up to then have pri- marily what the bus manufacturers have to offer.” Today, about half of her 163-vehicle fleet uses propane. That is one reason the school district won a Green Bus Fleet Award at STN EXPO West last year. “Across the board, I would say everyone handles their purchases differently,” Mike- lski said. “We handle our own purchasing and management of the fuel compo- nents.” That means dealing with several vendors, but the process works well. “We’ve created a good relationship with them over the years,” she added. “They are very receptive to our needs and address our concerns.”
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