With electric school buses becoming more commonplace in school districts across North America, maintenance professionals must reimagine how they prepare, train, and equip their operations. In a recent joint webinar hosted by the National Association for Pupil Transportation and School BUSRide, veteran bus maintenance consultant Halsey King shared decades of insight into preparing for the electric transition.
In this in-depth interview, King explores the critical considerations for transportation directors—covering everything from facility design and charger placement to battery safety, technician training, and evolving maintenance procedures.
Halsey, to start things off—what’s your overall view of how motive power has changed over the decades?
We’ve come a long way. In the early days, motive power meant coupling a gasoline or diesel engine to an electric motor, like in train locomotives and submarines. That hybrid technology eventually made its way to buses. Then we removed the combustion engine entirely, leaving just the electric motor and batteries. Now we’re looking at battery electric buses (BEBs) powered solely by energy storage systems—what we call ESS.
For school districts transitioning to BEBs, where should they start?
You need to think about the entire system—not just the buses. That starts with power suppliers. Can your electric utility deliver the amount of power you need now and five years from now? Do you understand the variable rates that may change by time of day? Will they offer mobile backup power if your area is prone to storms or flooding?
This is all foundational. Your electric provider must be able to grow with your fleet and help you plan for redundancy and emergencies.
How does the transition impact facility layout and traffic flow?
Significantly. You need to redesign your facility’s parking and traffic patterns to accommodate charging. That means asking, “Do we charge on the left or the right? Front or rear of the bus?” It affects how you move vehicles through your yard and where to place charge banks.
Many fleets will need to space buses farther apart and consider fencing layouts. You also have to account for the routing of high-voltage hardware and chargers.
What about inductive charging—does that have a future in school transportation?
Absolutely. Transit agencies already use inductive charging pads—those 4×4 squares in the ground. A bus pulls over the pad and recharges while passengers get on and off. I see that coming to school fleets down the line, especially in larger districts.
Overhead chargers are also an option, but technicians need proper fall restraint systems if they’re servicing roof-mounted batteries or chargers. Safety must be part of the infrastructure discussion.
What kind of shop equipment should districts be investing in?
Start with ultra-heavy-duty shop hoists and mobile jacks. These aren’t new, but today’s electric buses are heavier due to the batteries. You need the equipment to safely lift and maneuver them.
For battery-specific service, OSHA-compliant wraparound maintenance platforms are a great investment. They protect technicians working on rooftop components like A/C units or high-voltage batteries. Workers feel more secure, which makes a big difference.
Are technicians allowed to work on high-voltage systems right away?
Not unless they’re certified. Only high-voltage-qualified techs can work on the ESS, drive motors, or electrical controllers. Most districts start with two or three trained staffers, but as the fleet grows, more training will be necessary.
You’re dealing with voltages up to 800 volts DC. These systems require new procedures, safety protocols, and tools. And that’s before we even get into diagnostics.
So not every mechanic will be turning wrenches on the ESS?
Correct. But everyone should understand the basics. The standard operating procedures, or SOPs, must be clear. Maintenance directors should train every staff member in electric awareness, even if they’re not doing high-voltage work.
Your brake jobs, suspensions, steering components—those won’t change much. But the diagnostics, lockout-tagout procedures, and safe handling of high-voltage components are new territory.
Let’s talk about batteries. What should districts know?
ESS batteries are massive. A single module might hold 3,000 individual lithium-ion cells—each about the size of a D battery. And they’re heavy. Many buses now carry battery banks in the rear, on the roof, or even midship. That means your weight distribution has changed. It affects rear axle load and tire wear.
One common issue we’ve seen is excessive rear tire wear. It’s caused by that instant torque from the electric motor. You push the pedal, and it’s all there immediately. Drivers need to adjust, and you may need to upgrade to tires designed for BEBs.
Can districts specify where charging ports are located on the bus?
You should. If you don’t participate in the spec process, your bus could arrive with the charging port on the wrong side—or in the wrong location for your yard’s layout.
That decision affects traffic patterns, staging areas, non-charging parking stalls, and where your shop-based charger goes. You can’t afford to plan your infrastructure without knowing the bus’s configuration.
What’s your advice when it comes to inspections and early failures?
Do your PMs—don’t skip them just because it’s electric. I’ve seen loose motor mount bolts, unsecured wiring, broken frame gussets, and improperly capped wire ends. Much of it can be traced to either factory mistakes or lack of early inspection.
One big thing is cooling systems. Know what coolant your bus uses. Mixing formulas can cause issues, and leaks can lead to costly problems or even fires.
Are EV buses safe in flooded conditions?
Not ideal. Batteries hate moisture. If a bus is submerged—especially in salt water—it may have to be written off. Fresh water is a bit more forgiving, but either way you need a full OEM inspection.
If you see crystalline material forming around battery terminals, that’s a sign it’s time for replacement. That kind of corrosion doesn’t go away on its own.
How fast can an EV fire spread?
Very quickly. One incident I reviewed showed ignition within a few minutes after a battery fault. By the time first responders arrived, the fire was fully engaged.
The battery chemistry makes a difference. Most school buses use lithium-iron phosphate batteries, which are more stable than other types. Fires are rare, but spacing between parked buses is critical. If one catches, you want to prevent it from spreading.
How much spacing do you recommend between buses?
If you have the space, 20 feet is a good guideline for normal operations. If a bus has an active fault, park it at least 50 feet away from other vehicles. I’ve seen entire rows of buses destroyed because they were parked too close.
What does training look like for high-voltage safety?
Mike Brock, who presented with me on the webinar, is a national expert on this. The gold standard is NFPA 70E. That’s the electrical safety standard for the workplace. It lays out procedures for isolation, verification, and PPE.
Training should include lockout-tagout, absence-of-voltage testing, and buddy systems for technicians working on live circuits. Technicians also need CPR, AED use, and contact release training—what to do if someone gets shocked.
Can you explain the lockout-tagout procedure a bit more?
When working on a high-voltage bus, technicians must isolate the ESS and verify there’s no residual power flowing to other components. Even when a bus is “off,” the batteries still store energy.
Lockout-tagout means physically locking power switches in the off position and tagging them with the tech’s ID. No one can re-energize the system until it’s safe. You also verify zero voltage at key points using special multimeters.
What personal protective equipment (PPE) is required?
High-voltage rubber gloves—tested every six months—are essential. Arc-flash coveralls, dielectric boots, insulating mats, and face shields may also be required, depending on the task.
Don’t store your gloves in the toolbox. They should be in a clean, controlled space. Rescue hooks should be tested every two years and available in every EV service bay.
Do shop staff need insulated tools?
Not initially. Most OEMs don’t allow shops to open battery packs, so you’re not exposed to live conductors. If you’re just doing de-energization and PMs, you won’t need insulated tools. Down the road, maybe—especially after warranty periods expire.
What’s your final message for school transportation leaders preparing for this shift?
Don’t wait. The buses may be under warranty, but your district is still responsible for their day-to-day safety and performance. Get your facility ready. Train your people. Understand your power needs. And stay ahead of the curve.
As I’ve said before, most EV problems could be prevented—or at least minimized—through proper training and proactive maintenance. That’s how you create a safe and sustainable operation.
Contact: Halsey King – halsey@halseyking.com
Learn more: Visit www.napt.org for upcoming training opportunities, including the NAPT ACTS 25 Conference in Grand Rapids, MI.