Democrat Mandela Barnes, who served four years as Wisconsin’s lieutenant governor and narrowly lost a 2022 U.S. Senate bid, jumped into the battleground state’s open race for governor on Tuesday.
Given his prominent name recognition and statewide funding network, Barnes enters the 2026 race as the presumptive front-runner in a crowded primary of lesser known candidates who have no built-in network of support.
Wisconsin is a politically divided state that elected President Donald Trump in 2016 and 2024 and President Joe Biden in 2020. All three elections were decided by less than a percentage point.
The message in Barnes’ campaign launch video will likely appeal to many Democratic primary voters. He highlights his father’s union background and attacks Trump, saying the Republican has focused on “distraction and chaos to avoid accountability.” He says Trump is focusing on “lower taxes for billionaires, higher prices for working people.”
But with an eye toward independent and swing voters, who will be key in the general election, Barnes pitches a moderate stance focused on the economy.
“It isn’t about left or right, it isn’t about who can yell the loudest. It’s about whether people can afford to live in the state they call home,” Barnes says in the video.
Barnes has met with some opposition among Democrats who have publicly expressed worries about him running after he lost the Senate race to Republican incumbent Sen. Ron Johnson three years ago. If he wins next year, he would become Wisconsin’s first Black governor.
“Mandela had his opportunity. He didn’t close. And that means it’s time for a new chapter,” the Black-owned Milwaukee Courier newspaper wrote in an Oct. 25 editorial. “We need a candidate who can unite this state — and win. Mandela Barnes already showed us he can’t.”
Barnes lost to Johnson by 1 percentage point, which amounts to just under 27,000 votes. He does not mention the Senate race in his campaign launch video.
After the defeat, he formed a voter turnout group called Power to the Polls, which he says has strengthened his position heading into the governor’s race. He also has a political action committee.
Barnes joins a crowded field in the open race for governor that already includes the current lieutenant governor, two state lawmakers, the highest elected official in the Democratic stronghold of Milwaukee County and a former state economic development director.
Republican U.S. Rep. Tom Tiffany, a staunch Trump supporter, is the highest-profile GOP candidate. He faces a challenge from Washington County Executive Josh Schoemann.
Tiffany called Barnes a “dangerous far-left extremist” and said voters “rejected him in 2022, and they will do it again in 2026.”
It will be Wisconsin’s highest-profile race next year, as Democrats angle to take control of the Legislature thanks to redrawn election maps that are friendlier to the party. They are targeting two congressional districts, as Democrats nationwide try to retake the House.
The governor’s race is open because current Democratic Gov. Tony Evers decided against seeking a second term. Barnes, a former state representative, won the primary for lieutenant governor in 2018 and served in that position during Evers’ first term.
The current lieutenant governor, Sara Rodriguez, was the first Democrat to get into the governor’s race this year. Others running include Milwaukee County Executive David Crowley; state Sen. Kelda Roys; state Rep. Francesca Hong; and former state economic development director Missy Hughes.
An August primary will narrow the field ahead of the November election.
The last open race for governor in Wisconsin was in 2010, when Democratic incumbent Jim Doyle, similar to Evers, opted not to seek a third term. Republican Scott Walker won that year and served two terms before Evers defeated him in 2018.
Evers won his first race by just over 1 percentage point in 2018. He won reelection by just over 3 points in 2022.
Wisconsin Watch is a nonprofit and nonpartisan newsroom. Subscribe to our newsletters to get our investigative stories and Friday news roundup. This story is published in partnership with The Associated Press.
Democrat Mandela Barnes enters the Wisconsin governor’s race is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.
It’s fourth period in the auto lab at Madison’s Vel Phillips Memorial High School, and a dozen students maneuver between nearly as many cars.
At one bay, a junior adjusts the valves of an oxygen-acetylene torch and holds the flame to a suspended Subaru’s front axle to loosen its rusty bolts. Steps away, two classmates tease each other in Spanish as they finish replacing the brakes on a red Saab. Teacher Miles Tokheim moves calmly through the shop, checking students’ work and offering pointers.
After extensive renovations, the lab reopened last year with more room and tools for young mechanics-in-training. What visitors can’t see is the class recently got an upgrade, too: college credit.
Through a process called dual enrollment, high schoolers who pass the course now earn five Madison College credits for free and skip the class if they later enroll. Classes like these are increasingly common in Wisconsin and across the country. That’s allowed more high schoolers to earn college credit, reducing their education costs and giving them a head start on their career goals.
Wisconsin lawmakers and education officials want more high schoolers to have this opportunity. But a recent rule change means these classes need teachers with the qualifications of college instructors, and those teachers are in short supply.
That leaves many students — disproportionately, those in less-affluent areas — without classes that make a college education more attainable.
“What’s at stake is access to opportunity, especially for high school students at Title I, lower-income high schools, rural high schools … It’s really been an on-ramp for so many students,” said John Fink, who studies dual enrollment at Columbia University’s Community College Research Center. “But we also know that many students are left behind.”
To teach the auto class, Tokheim had to apply to become a Madison College instructor. As a certified auto service technician with a master’s degree, the veteran teacher met the college’s requirements for the course.
But for many teachers, teaching dual enrollment would require enrolling in graduate school, even if they already have a master’s degree.
That, school leaders say, is a hard sell, despite the state offering to reimburse districts for the cost. Teachers in Wisconsin often don’t make much more money teaching advanced courses the way they do in some other states, and adding these courses doesn’t raise a school’s state rating.
“You’re asking people who are well educated to begin with to go back to school, which takes time and effort, and their reward for that is they get to teach a dual credit class,” said Mark McQuade, Appleton Area School District’s assistant superintendent of assessment, curriculum and instruction.
Nationwide, the number of high schoolers earning college credit has skyrocketed in recent years. In Wisconsin, the tally has more than doubled, with students notching experience in subjects ranging from manufacturing to business.
Most earn credit from their local technical college without leaving their high school campus. In the 2023-24 school year, 1 in 3 community college students in the state was a high schooler.
Education and state leaders have welcomed the trend, pointing to the potential benefits: Students who take dual enrollment classes are more likely to enroll in college after high school. They can save hundreds or thousands of dollars on college tuition and fees. If they do enroll in college, they spend less time completing a degree.
“It also proves to the kids — to some of our kids that are first-generation — that they can do college work,” McQuade said.
But not all students get these advantages. Many Wisconsin schools offer very few dual enrollment courses, or none at all. A July Wisconsin Policy Forum analysis showed small, urban or high-poverty schools are least likely to offer the classes.
Wisconsin Watch talked to leaders in five school districts. All said the shortage of qualified teachers was one of the biggest barriers to growing their dual enrollment programs.
Since 2016, the Higher Learning Commission — which oversees and evaluates the state’s technical colleges — has required most of Wisconsin’s dual enrollment teachers to have at least 18 graduate credits in the subject they teach, just like college instructors.
The commission granted some states, including Wisconsin, extra time to meet the new standard, so they’re only now grappling with the tightened rules.
Those rules come as Wisconsin schools struggle to hire and retain teachers, even without college credit involved. Four in 10 new teachers stop teaching or leave the state within six years, a 2024 Department of Public Instruction analysis shows.
The subject-specific prerequisite is much different from the graduate education K-12 teachers have historically sought: the kind that would help them become principals or administrators, said Eric Conn, Green Bay Area Public Schools’ director of curricular pathways and post-secondary partnerships.
“To advance in education, it wasn’t about getting a master’s in a subject area. It was getting a master’s in education to develop into educational administration or educational technology,” Conn said. For teachers who already have a master’s degree, he said, going back to school just to teach one or two new classes is “a large ask.”
When the Higher Learning Commission announced the heightened requirements in 2015, leaders of the Wisconsin Technical College System sounded the alarm. They warned 85% of the instructors currently teaching these classes could be disqualified, whittling students’ college credit opportunities.
Wisconsin education leaders called on the Legislature to allocate millions of dollars to help teachers get the training they’d need — and they agreed. In 2017, lawmakers created a grant program to reimburse school districts for teachers’ graduate tuition.
But of the $500,000 available every year, hundreds of thousands go unused.
“Nobody’s ever, ever requested this funding and been denied because of a funding shortage,” said Tammie DeVooght Blaney, executive secretary of the Higher Educational Aids Board, which manages the grant.
Tuition and fees for a single graduate credit at a Universities of Wisconsin school can cost over $800, putting the total cost of 18 graduate credits around $15,000. For teachers who don’t already have a master’s degree, the cost is even steeper. The state grant requires teachers or districts to front the cost and apply for reimbursement yearly, with no guarantee they’ll get it.
A handful of Green Bay teachers have used the grant, Conn said, but many just aren’t interested in returning to school, even if it’s free.
The district offers 50 dual enrollment courses, but he’d like to offer classes in more core subjects, which help students meet college general education requirements. There just aren’t enough teachers qualified to teach college sciences and math to offer the same options across the district’s four high schools.
Teachers are busy, and not just in the classroom, said Jon Shelton, president of AFT-Wisconsin, one of the state’s teachers unions. Many already spend extra hours coaching, grading or leading after-school activities. Those who do go back to school typically enroll in one class at a time, he said, meaning they could be studying for several years.
The financial perks for teachers returning to school for dual enrollment credentials are dubious at best.
Some teachers get a salary bump for obtaining a master’s degree, and some earn modest bonuses for teaching dual enrollment. But many teachers make no more than they would have without the extra training.
“There’s no incentive,” said Tokheim, the Madison auto instructor, who receives a $50 yearly stipend for teaching the college course. In contrast to his standard classes, his dual enrollment class required him to attend two kinds of training.
There’s little incentive for schools either. They receive no extra state funding to offer college-level courses. Plus, the classes don’t factor into their state report card score, which measures students’ standardized test performance and graduation preparation, among other things.
Leaders at Sheboygan’s Central High School wish it did. At that school, where the majority of students are Latino and almost all are low-income, 1 in 3 students took dual enrollment courses in the 2023-24 school year. Still, the state gave the school a failing grade.
“It’s an afterthought in our report card, and it’s always the thing that we can celebrate,” Principal Joshua Kestell said.
So why would a teacher take on the added schooling?
“It’s good for kids,” Tokheim said. “That’s why they get us teachers, because we care too much.”
Other potential draws: the challenge of teaching more rigorous courses or the opportunity to collaborate with college instructors.
Heather Fellner-Spetz retired two years ago from teaching English at Sevastopol High School in Sturgeon Bay. She taught college-level oral communication classes for 10 years before she retired. When the Higher Learning Commission set the heightened requirements, she was allowed to continue teaching dual enrollment while she studied for more graduate credits.
“There wasn’t much I didn’t enjoy about teaching it. It was just fabulous,” Fellner-Spetz said.
She especially liked having a college professor observe her class, and she said it was good for the students, too. “When they had other people come into the room and watch the lesson or watch them perform, it just ups the ante on pressure.”
Meanwhile, the jury is still out on whether the stricter training requirements are necessary. Fink, the education researcher, called the commission’s standard “a tough bar to meet” and said studies are underway to assess whether it’s the right one.
“Folks running these programs generally would say that teaching a quality college course to a high school student requires a unique skill set that blends high school and college teaching, and that is not necessarily captured by the traditional (graduate coursework) standard,” Fink said.
Wisconsin educators are divided on that question. McQuade, the Appleton leader, questions the commission’s “restrictions.” He believes his teachers are well qualified to teach college-level courses. A different standard tied to student performance, for example, could let his district offer more classes across each of its schools.
Schauna Rasmussen, dean of early college and workforce strategy at Madison College, said the answer isn’t to lower the standard, but to help more teachers reach it.
In October, a group of Republican Wisconsin lawmakers introduced a bill aimed at making it easier for students to find dual enrollment opportunities. It would create a portal for families to view options and streamline application deadlines, among other changes.
It doesn’t address the shortage of qualified teachers.
“Separate legislation would likely have to be introduced addressing expanding the pool of teachers for those programs,” Chris Gonzalez, communications director for lead author state Sen. Rachael Cabral-Guevara, R-Appleton, wrote in an email.
As of Monday no such legislation has been introduced.
Miranda Dunlap reports on pathways to success in northeast Wisconsin, and Natalie Yahr reports on pathways to success statewide. They work in partnership with Open Campus.
Wisconsin Watch is a nonprofit, nonpartisan newsroom. Subscribe to our newsletters for original stories and our Friday news roundup.
Wisconsin high schools want to offer more college classes. First, teachers must go back to school. is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.
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Industry professionals expressed a range of reactions in the wake of a National Congress of School Transportation vote in May that overwhelmingly rejected a provision to require LED lighting on many school bus exterior fixtures.
The vote was perplexing, some said, because LEDs are recognized as superior in visibility, energy efficiency, longer lifespan and flexibility compared to incandescent lights. With the NCST’s mission being to set safety standards, and only currently meeting every five years, delegates take the added proposals seriously. Editor’s note—The NCST Steering Committee is currently debating the frequency of NCST. A decision is expected this spring.
During the 17th NCST in Des Moines, Iowa, state transportation directors and industry professionals convened to determine new recommended specs and minimum standards across the industry. Forty-eight states were represented by a total of 265 delegates. North Dakota, New Hampshire and the District of Columbia were absent.
Proposal 25 to require LEDs on “all exterior body/chassis lighting with the exception of head/park/turn combination assemblies” failed by a vote of two in favor and 45 opposed. A Pennsylvania delegate disputed the proposal’s statement that it carried no financial impact. Delegates from several states asserted that including LEDs in specifications would beholden districts to the technology, even if future technology proves to be a better option.
Dave McDonald, executive vice president of business development and specifications compliance with Rosco Vision Systems, sat on the Body and Chassis Committee that vetted the proposal and approved it for a floor vote. He is among the committee members who think delegates who voted it down didn’t fully understand what the proposal sought to do.
He compared the LED proposal outcome to a defeated proposal for remote-controlled side mirrors, which he said are an OEM feature on 92 percent of new school buses.
“We look at remote control mirrors as being a safety necessity, not a convenience, because it only takes the driver to properly adjust them, rather than needing two people, one outside the bus adjusting it, and the driver sitting in the seat,” McDonald said. “Delegates looked at it as a state-to-state-to-state issue: ‘Don’t make it part of the national standard.’ The standard doesn’t say anything that you can’t have LED lights, but they leave it open for
the states to either adopt it or not. That was the biggest thing. The states, some of them, get very, very objectionable when it comes to being told what they have to do.”
However, McDonald said, it is important for people to understand how the NCST voting process works. “The NCST is the minimum standard … and then states can go beyond that. If it’s approved, it becomes a standard in every state that adopts the [National School Transportation Specifications and Procedures],” he said. “They can add to it, but they can’t take away from it. Some states will use it as a guideline, but they don’t fully adopt it. … But for the most part, states still control bus specifications for their particular state.”
Jim Haigh, the strategic account manager of school and transit for Safe Fleet, added that LEDs are just one type of light source. Vehicles today, he said, use incandescent lamps, quartz halogen and HID/Xenon, in addition to LEDs. “There are many other light sources currently in use and LED’s are not necessarily the most beneficial source of light for all applications,” he shared. “I believe that [delegates] didn’t want to lock themselves into one technology and prevent the use of emerging technologies in the future.”
Mike VerStrat, communications manager of Opti-Luxx, Inc., said NCST delegates are savvy enough to recognize that LED lighting is “already the de facto standard on new buses,” particularly because of the newer technology’s many advantages.
Brett Kuchciak, specification and compliance manager at First Light Safety Products in Winnipeg, Manitoba, Canada, said he and other manufacturer representatives at the NCST were “quite surprised by the big down vote,” especially because the Body and Chassis Committee thoroughly vetted various options and proposals.
“It’s interesting because a lot of people do think any decision they make at the national level is going to have a cost implication. Most of these decisions, regardless of cost implication, though, are for a justified reason, which in this case is safety,” he said.
Kuchciak said a Canadian Standards Association committee is working on standardizing LED lights under the voluntary CSA D250 standard. “Despite the NCST not going forward, we think it’s something beneficial for the safety of school buses,” he said.
McDonald and Kuchciak noted that some northern state fleet operators prefer incandescent exterior lights because their heat melts snow and ice. “It’s not something that’s widely seen as a benefit, but you’ll get the occasional shop guy who says that,” Kuchciak said. “Typically, though, something that gets hot on a school bus is not ideal. You’d rather have the safety factor of an LED light because before you leave the yard, you’re going to make sure the bus is clear and free of snow, anyway.”
VerStrat said some delegates’ hesitance to support Proposal 25, due to the belief that better technology could emerge, is “almost a sideways compliment to LEDs” because of their rapid adoption by the transportation industry. For example, fewer than eight percent of cars globally had LED headlamps in 2015, according to one industry estimate. Another survey indicated approximately 72 percent of autos were equipped with LEDs by 2023 with the number expected to rise to 75 percent by 2024.
Because the 2020 NCST was canceled, delegates really haven’t had an opportunity to address the issue until now despite their surge in use. “LEDs have rushed onto the forefront, so to speak, and I think that makes delegates say, ‘What else is coming? What’s the next thing?’” added VerStrat, noting there’s a need to give NCST delegates “a real understanding of what, if any, technologies are coming.”
McDonald, who has served on NCST writing committees since 2000, said the 2020 NCST cancellation created a log jam of proposals for consideration. While committees whittled down that backlog and this year’s delegates addressed many issues, “2030 will be an interesting one, because they’re still going to have some carryover items,” added McDonald, who retires from Rosco next month.
The creation of the emerging technologies writing committee will help in the future consideration of many issues, including innovations such as loading zone illumination.
What about some NCST delegates’ concerns that better technology will displace LEDs any time soon? “There’s not anything that you would remotely say is going to be a standard other than LEDs in the near future,” commented VerStrat. “There’s nothing that competes with the performance and reliability of LEDs right now.”
Kuchciak agreed and noted that First Light and industry peers are “trying to get the most out of the technology that’s available to make it as uniform, bright and efficient as possible.” He continued, “Technology is only going to continue to get more dialed in to provide a safer and more efficient lighting source. Constant improvements are happening in the industry. So, things are always getting better.”
Kyle Lawrence, lead mechanic for the Oakdale Joint Unified School District in California, said he wasn’t surprised the proposal was defeated because he thinks many industry professionals still undervalue the importance of lighting and visibility. Others, he added, are locked into long-held industry
beliefs. The safety value of LEDs goes beyond its increased visibility to include the reduced maintenance time that comes with its longer life. “It’s much better to have my techs spending their time on preventive maintenance that will keep the buses out of the shop. With LEDs, you’re not having a tech out there changing bulbs,” Lawrence said.
He warned against the shortsightedness of saving $30 upfront on a part only to spend an extra $300 in labor over the life of a bus to change what he deemed to be inferior lighting.
“Some bulbs can be quick, but some can be a drawn-out, two- or three-hour project because you have to keep taking off a whole bumper to change a light bulb that keeps burning out,” he said. “Our roads here at rural Oakdale are horrible, so anything that wiggles and jiggles either unscrews, falls out or decides it doesn’t want to work anymore. LEDs have a much better success rate.”
He also contrasted many LED lifetime warranties with those of incandescent bulbs. “Some of our after-market LED providers carry no-questions-asked warranties, so if we’ve got a seven-diode taillight that loses a couple diodes, we just take it off, put it back in the package, ship it to them, and they ship a new one,” Lawrence said. “If you play your cards right with the aftermarket industry, you’re only going to spend the money once.”
Most LED chips are manufactured in Asia, primarily China, and imports have been caught up in the on-again, off-again tariffs imposed by the Trump ad-
ministration to drive manufacturing to the U.S. Industry experts contend that is little to no chance that LED chips can be made in the U.S. at a competitive price.
Lawrence said LED lights are less expensive than 10 years ago, but tariffs and inflation have made them more expensive than five years ago. He said he foresees even better days ahead for the technology and the fleet management professionals who deploy it.
“It takes less energy to create light with LEDs, and I think the diodes and chips are progressively getting more reliable, have longer life and brighter
illumination,” he said. “If you’re not using LED, you’re shooting yourself in the foot and walking backwards with a limp.”
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Looking to the future, VerStrat predicted delegates will be able to return to the drawing board and draft a “win-win” proposal on LED exterior lighting. And with incandescent bulbs being used less, will a 2030 or sooner NCST look kindly at the next LED proposal? McDonald isn’t so sure.
“It’s like the mirrors. Ninety-two percent are remote controlled, but that proposal was defeated. We may end up with 90 percent of the buses with LEDs, but that doesn’t guarantee that the states are going to vote to make that the minimum standard,” McDonald said. “The minimum standard is the incandescent bulb. … That’s what it is because some states don’t want to spend the extra money on LEDs.”
Kuchciak said the price gap between incandescent lighting and LEDs will become less of a factor as more buses roll off the assembly line with the newer technology. But he also warned against the dangers of being overly cautious about adopting new technology.
“It’s important that we look at the NCST as a minimum standard. We’re slowing down progress by being concerned with it limiting things in the future,” he said. “If we have something outlined as a minimum standard, and it goes above and beyond, that is for these states to decide if that is something that they want to pursue within their state or whether the OEMs want to go above and beyond these minimum standards. We don’t want innovations to slowed just because we think something better is going to come out.”
Editor’s Note: As reprinted from the November 2025 issue of School Transportation News.
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Colorado Springs School District 11 (D11), serves about 23,000 students in 58 schools, including 34 elementary schools. The district has had its share of challenges, with a shift in student population and a 40 percent drop in drivers since pre-Covid days.
The changes led Kevin McCafferty to seek a partner to come alongside him in addressing these and other issues. That partner is Transfinder and its suite of award-winning solutions, including Routefinder PLUS, Viewfinder, Infofinder i, GPS Connect, and more.
He looked at other vendors in the industry, and after a rigorous RFP process, the district picked Transfinder.
Two things made Transfinder stand out:
“I thought, ‘Well, that’s odd. I’m a customer.”
He met with the other vendor many times and would ask for the ability to change stop times and he was continually rebuffed.
He asked: “Am I the only guy asking that question?”
The vendor responded: “No, we get that a lot.”
Transfinder delivered
After implementing Transfinder’s flagship Routefinder PLUS routing solution over the summer, McCafferty said school opening was smooth.
“I thought it was smooth,” he said. “I thought it was really good.”
After nearly two decades with Colorado Springs School District 11, McCafferty has seen it all—from driving buses to leading operations as the district’s Transportation Operations Manager. With a background in electrical engineering and a passion for problem-solving, McCafferty’s journey is one of adaptability, innovation, and a deep commitment to student success.
When Kevin first joined the district, it was a strategic move to settle in Colorado Springs.
“I needed a job and wanted to live in Colorado Springs,” he recalled. Starting as a bus driver, he quickly moved into technology support and eventually into operations management, where he has spent the last dozen or so years navigating the complex world of school transportation.
Over the years, the district has undergone significant changes. Once serving 35,000 students, enrollment has dropped to under 23,000. A demographic study revealed a common urban trend: an aging population and declining birth rates.
Transportation, naturally, has been deeply affected.
“One of the things we face is we do have less kids riding but we’re still covering the same ground,” said McCafferty. With about 115 buses and only 60 percent of the pre-COVID driver workforce, the department has had to become more efficient. This meant reducing stops, increasing walking distances, and combining routes—changes that haven’t always been popular but were necessary for survival.
In addition, the district’s new superintendent introduced “peak experiences,” including more field trips and specialized programs like cybersecurity and career technical education. These initiatives, while enriching, added midday transportation demands to an already stretched system.
“We’re just trying to survive getting kids to and from school,” McCafferty said, “and now we’re adding more requirements. “
To meet these demands, the district relies on three car service contractors. But McCafferty wanted a better way to manage transportation logistics. After years of using outdated or inflexible systems, the district made a pivotal switch to Transfinder in the summer of 2025.
The transition wasn’t without apprehension. McCafferty, who was officially retired, came out of retirement to help with the transition. He wasn’t onsite when the software was being launched, but he said the rollout exceeded expectations.
“It went very smooth—much smoother than I expected,” he said. “That doesn’t usually happen.” He likes the fact that all of Transfinder’s trainings with his team are recorded and can be easily accessed anytime.
McCafferty said Tripfinder also has helped the district manage field trips and he also likes Infofinder i, which allows parents and real estate agents to easily access school boundary and transportation information.
“I don’t know if I got any calls,” he said, a stark contrast to previous years. The ability to edit maps directly in Routefinder PLUS was another game-changer. McCafferty, who had previously made over 9,000 edits to a past map – yes, 9,000 edits – said he appreciates the control and immediacy Transfinder’s Routefinder PLUS offers.
Beyond praising Transfinder’s tools, he commended Transfinder’s customer service, calling it one of the company’s strongest assets.
McCafferty said he tried Transfinder’s Live Chat “to see how quick they really are. So. I found everything was very, very good. Everybody was very responsive. You can definitely use customer service as one of your high points.”
To learn more, visit www.transfinder.com/solutions, call 800-373-3609 or email solutions@transfinder.com.
The views expressed are those of the content sponsor and do not reflect those of School Transportation News.
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Wisconsin Act 20, a 2023 law that made major changes to literacy education in the state, requires school districts to provide short literacy screenings to students as a way of identifying “at-risk” students. A girl reads a book in a school library. (Getty Images)
The Department of Public Instruction (DPI) released data on the first year of annual literacy screenings this week, finding about 36% of 4K through third-grade students fell below the 25th percentile for reading.
Wisconsin Act 20, a 2023 law that made major changes to literacy education in the state, requires school districts to provide short literacy screenings to students as a way of identifying “at-risk” students. Students who scored below the 25th percentile on the reading screener are required under the law to receive a personal reading plan and additional support. Schools must report data on the screenings to the DPI, which is required to compile a report.
The first annual report covers screenings done in the 2024-25 school year.
The response rate to the reporting requirement was 98% with 428 out of 437 local education agencies submitting data.
State Superintendent Jill Underly said in a statement that the rate represents a strong commitment to the state’s literacy efforts, and that the report overall provides the state with a baseline.
“These data are critical in helping schools guide instruction and intervention — not to define a student’s potential,” Underly said. “School districts have already demonstrated their strong commitment to this effort, and I am encouraged by how fully they embraced the work from day one.”
According to the report, 36.8% of Wisconsin students in 4K through the third grade — or 97,414 students — scored below the 25th percentile on their assessment of fundamental skills on universal screening assessments.
The report also provides information on the number of students who have started receiving interventions.
For students in 5K through third grade, a total of 86,228 students — or 40% of the total enrollment — began receiving interventions. Students in 4k are not required to have a personal reading plan.
The implementation of the law has been drawn out over the last couple of years. According to DPI, schools have also started receiving funding from the $50 million that was initially set aside in the 2023-25 state budget to help with professional development and training requirements as well as curriculum costs, but wasn’t released until the budget approved this year due to disagreements between lawmakers and Gov. Tony Evers.
“With time and a sustained investment in strengthened classroom instruction and, as needed, additional reading support, we can move steadily toward our goal of making sure every Wisconsin child excels at reading by the end of third grade,” Underly said.
Sen. John Jagler (R-Watertown), who assisted with leading the law through the Legislature, said in the statement that the results show the depth of the issues that Wisconsin students are facing.
“This shows why this law was needed in the first place. Hopefully, education leaders will focus on getting these students the interventions they need,” Jagler said.
GET THE MORNING HEADLINES.
U.S. Secretary of Defense Pete Hegseth, right, looks on as U.S. President Donald Trump speaks during a meeting of his Cabinet in the Cabinet Room of the White House on Dec. 2, 2025 in Washington, D.C. (Photo by Chip Somodevilla/Getty Images)
WASHINGTON — Secretary of Defense Pete Hegseth said Tuesday he did not witness a controversial — and potentially illegal — second strike in early September that killed two survivors clinging to a burning alleged drug-running boat off the Venezuelan coast.
The secretary’s exact order in the Sept. 2 strike has been under scrutiny after The Washington Post reported Friday that Hegseth gave a verbal directive to “kill everybody” that in turn led the commanding admiral to order a follow-on strike to kill two alleged drug smugglers who survived an initial attack.
Hegseth’s comments responded to a reporter’s question at the end of President Donald Trump’s livestreamed two-hour Cabinet meeting.
“I watched that first strike live. As you can imagine, at the Department of War we got a lot of things to do, so … I moved on to my next meeting,” Hegseth told reporters.
The secretary said he learned a “couple of hours later” that Adm. Frank M. “Mitch” Bradley “made the correct decision to ultimately sink the boat and eliminate the threat.”
When pressed by the reporter if he saw any survivors after the initial strike, Hegseth said “I did not personally see survivors … the thing was on fire.”
“This is called the fog of war. This is what you in the press don’t understand,” he replied.
Hegseth said he didn’t know the exact amount of time between the first and second strikes. He declined to answer follow-up questions.
Bipartisan lawmakers on the Senate and House Armed Services committees announced probes over the weekend into the follow-on strike that killed the survivors. Numerous military law experts argue killing survivors of a shipwreck is in clear violation of the Pentagon’s laws of war.
Hegseth initially called The Washington Post investigative report “fabricated, inflammatory, and derogatory,” in a post on social media Friday.
On Monday, White House press secretary Karoline Leavitt told reporters during the daily briefing that Hegseth had “authorized Admiral Bradley to conduct these kinetic strikes.”
“Admiral Bradley worked well within his authority and the law directing the engagement to ensure the boat was destroyed and the threat to the United States of America was eliminated,” Leavitt said at the briefing.
On social media Monday night, Hegseth wrote: “Admiral Mitch Bradley is an American hero, a true professional, and has my 100% support. I stand by him and the combat decisions he has made — on the September 2 mission and all others since.”
A New York Times article Monday, citing five U.S. officials who spoke separately on the condition of anonymity, reported that Hegseth gave an initial written order for an operation to kill the alleged drug smugglers on the boat and destroy the entire vessel.
The officials said Hegseth did not address additional steps if the first missile did not accomplish both goals, and that he did not give Bradley additional orders in response to video surveillance of the boat, according to the Times, which wrote that Bradley ordered “several” follow-on shots.
The strike in question was the first of nearly two dozen U.S. attacks on boats in the Caribbean Sea, which the administration alleges are smuggling narcotics. The operations, over several months, have killed 83 individuals, according to a CNN timeline.
Trump defended Hegseth at Tuesday’s Cabinet meeting, saying “Pete’s done an amazing job.”
Regarding the attack, Trump downplayed the importance of a follow-on strike.
“I still haven’t gotten a lot of information, because I rely on Pete, but to me, it was an attack. It wasn’t one strike, two strikes, three strikes,” he said.
“Pete didn’t know about a second attack having to do with two people. And I guess Pete would have to speak to it. I can say this, I want those boats taken out, and if we have to, we’ll attack on land also, just like we attack on sea,” Trump said.
Trump told reporters aboard Air Force One on Sunday that he “wouldn’t have wanted that,” referring to the killing of two men clinging to the wreckage.
“Pete said he did not order the death of those two men,” Trump continued.
Trump posted Sept. 2 on his Truth Social platform a 29-second edited video of the attack.
On Sept. 3, Fox News’ “Fox & Friends” played the video from Trump’s post on repeat while interviewing Hegseth, who told the hosts that 11 alleged “narco-terrorists” were killed in the attack.
“I watched it live. We knew exactly what they were doing and we knew exactly who they represented,” Hegseth said on the network’s talk show, which he hosted on weekends prior to being appointed and confirmed as secretary of Defense.
The Intercept first reported on Sept. 10 that survivors of the initial Sept. 2 strike were killed in follow-up blasts.
Lawmakers from both sides of the aisle are now inquiring to learn if what happened on Sept. 2 amounts to a war crime.
U.S. Sen. Elissa Slotkin, D-Mich., issued a statement Tuesday, criticizing Hegseth and calling on Trump to fire him if he violated the laws of war.
“At the Pentagon, the buck stops with the Secretary of Defense, period,” Slotkin said.
The first-term Democrat and former CIA official recently participated in a video, now targeted by a Pentagon investigation, reminding service members that they have a right to refuse “illegal orders.”
“True leaders own the calls they make and take responsibility for their actions. Secretary Hegseth should release the full video of the strike and lay out publicly what happened, without throwing the uniformed military under the bus,” Slotkin said.
Senate Majority Leader John Thune defended the administration Tuesday when asked by reporters about the Sept. 2 event and Hegseth’s other controversies, including discussing real-time bombing of targets in Yemen in March on the publicly available app Signal.
“I think the Trump administration and the peace-through-strength policies that they are employing around the world are making our country safer, and so Secretary Hegseth is a part of that,” the South Dakota Republican said.
Senate Majority Leader John Thune, R-S.D., speaks to reporters while walking to his office on Nov. 10, 2025 on Capitol Hill in Washington, D.C. (Photo by Tom Brenner/Getty Images)
WASHINGTON — Republicans and Democrats in the Senate agree that health care costs are rising too quickly and expect to vote next week on legislation that could help Americans.
The only catch is that party leaders hadn’t decided as of Tuesday what to include in the bills.
Senators also seemed to accept that neither proposal will garner the bipartisan support needed to advance, leaving the tens of millions of Americans who purchase their health insurance from the Affordable Care Act marketplace with complicated decisions to make before open enrollment ends Dec. 15.
ACA marketplace plans are expected to increase by 26% on average next year, though a failure by Congress to extend enhanced tax credits would lead monthly payments for subsidized enrollees to increase by 114% on average, according to analysis from the nonpartisan health organization KFF.
“I don’t think at this point we have a clear path forward,” Senate Majority Leader John Thune said. “I don’t think the Democrats have a clear path forward.”
Thune guaranteed a small group of Democratic senators a floor vote on a health care proposal of their choosing in exchange for their votes on the spending package that ended the government shutdown.
Democrats are widely expected to put forward a bill to extend enhanced tax credits for people who buy their health insurance from the Affordable Care Act Marketplace. Those subsidies are set to expire at the end of the year without congressional action.
But it isn’t clear if the Democratic bill would extend the credits for one year or a longer period.
GOP leaders are trying to rally support around a health care proposal of their own, while acknowledging it won’t get the 60 votes needed to advance under the Senate’s legislative filibuster rules.
Thune said Republican senators had a “robust discussion” about health care issues during their closed-door lunch, where Finance Committee Chairman Mike Crapo of Idaho and Health, Education, Labor and Pensions Committee Chairman Bill Cassidy of Louisiana presented some ideas. But no final agreements were reached.
Thune, R-S.D., said conversations will continue ahead of the vote next week and likely afterward.
Senate Minority Leader Chuck Schumer of New York said Democrats “have a plan” but declined to say exactly what it entails.
“Stay tuned,” Schumer said. “We had a great discussion and I will tell you this: We will be focused like a laser on lowering people’s costs.”
West Virginia Sen. Shelley Moore Capito said Republican talks on health care have been “vigorous” but that they hadn’t yet “decided on the clear path.”
Capito said her “expectation” is that GOP senators will put a bill on the floor next week to bring down the costs of health insurance premiums and health care as quickly as possible, though that hadn’t been finalized.
“I like the idea of people having control of the money as opposed to insurance companies, where they take a 20% profit,” Capito said, echoing comments by President Donald Trump. “I think that has merit.”
Capito said senators didn’t discuss during their lunch whether to extend open enrollment past Dec. 15 or possibly reopen it next year, should Congress pass a health care bill that addresses the ACA marketplace tax credits in some way.
New Hampshire Democratic Sen. Jeanne Shaheen said there is no indication there will be bipartisan agreement to extend the enhanced ACA subsidies or any other health care proposal by next week’s vote, though bipartisan conversations continue.
As for Democrats’ plan, Shaheen said it wasn’t “clear” what legislation party leaders will put on the floor for a vote or when they’d make that announcement.
North Dakota Republican Sen. John Hoeven said there is “strong support” among GOP lawmakers for making changes to how the enhanced ACA tax credits work before extending them for any length of time.
But he said those negotiations will take more time.
“In my opinion, if we have (the vote) next week, we probably won’t be at a point where we can get a big bipartisan agreement,” Hoeven said. “It’s more likely they’ll put something up that fails. We put something up that fails. And we keep working towards, hopefully, something that can work and that is bipartisan.”
There is a “good chance,” he said, that will happen in December or January, a timeline that would likely put a solution after open enrollment closes.
Hoeven declined to say if a deal would extend open enrollment or include a second window for Americans to select insurance, but said Republicans are aware of the deadlines.
“We’re very mindful of the timeline,” Hoeven said. “So all the things we’re talking about recognize that it needs to be able to take effect next year or this year.”
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