July 16, 2026

In the middle of the front section of my Sunday newspaper was a Reuters article about how during the summer school buses are sending power back to the grid. With schools out the electric vehicle (EV) buses are parked in charging lots across the nation. The World Resources Institute’s Electric School Bus Initiative says the US has about 6,700 electric school buses. About 230 of those have the capacity to supply 8 megawatt-hours of power at any given time and 100’s more are expected to come online. The energy stored in school buses and other electric vehicles is dwarfed by power plants, but efforts to use their batteries to return power to electrical systems show how EVs could fortify strained power grids. The large batteries in EV school buses can exceed 200 kilowatt-hours. They can charge when demand is low and send power back to the utility when they are idle, like in the summer when electricity demand surges. Steve Letendre, senior adviser to the Vehicle Grid Integration Council, said, “School buses will be a critically important backbone of V2G capacity.”
When I went online, I found vehicle-to-grid (V2G) describes a system in which plug-in electric vehicles (PIEVs) sell demand response services to the electrical grid. Such services are either back feeding electricity to the grid or reducing the rate of charge from the grid at different times of the day. Demand services reduce demand peaks for grid supply and reduce the probability of disruption from load variations. Plug-in electric vehicles include battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs). They share the ability to store electricity in their on-board battery modules, which are typically used to propel the vehicle’s electric engine. V2G allows some of this energy storage to be sent to the grid, turning the vehicle into a small-scale grid battery that is eligible for claiming feed-in tariffs. A 2015 report found that vehicle owners could receive significant payments by charging their EVs at off-peak times when grid electricity is cheaper, storing it in their car battery, and selling it back to the grid at peak times when congestion prices are higher.
At least 31 utilities and 21 states are involved in V2G school bus projects, but the capacity from V2G electric school bus projects needs to grow exponentially to make a meaningful difference. Electric buses do not emit tailpipe pollution, but critics of vehicle electrification and government and public investment in alternative energy projects argue they could tax the grid. This has led many schools to begin to lean on solar energy for charging. California leads the US in developing and adopting V2G school bus technology. The largest project is at the Oakland Unified School District, where Pacific Gas & Electric and transit provider Zum operate a fleet of 74 buses estimated to generate 2.1 gigawatt-hours of electricity annually, and a separate Zum project with the San Francisco Unified School District is set to launch next month. San Francisco is expected to surpass the Oakland project, with a starting fleet of 104 buses returning about 3 gigawatt-hours of energy annually during peak hours. The fleet will more than double to 238 electric buses in 2027-2028. In Connecticut, the Branford Public Schools district will have 46 V2G-capable electric buses in August.
THOUGHTS: In September 2022, the BIDIRECTIONAL Act was introduced in the US Senate, to “create a program dedicated to deploying electric school buses with bidirectional vehicle-to-grid (V2G) flow capability”. The bill died in committee. One criticism is that cycling power into and out of a battery (“inverting” the DC power to AC) incurs energy loss, comparable with the 70 to 80% efficiency of large-scale pumped-storage hydroelectricity. V2G requires a shift in thinking, and acknowledgment that fossil fuel combustion accounts for 75 to 80% of total greenhouse gas emissions globally. Act for all. Change will come and it starts with you.








