A Texas transportation director provided attendees with a live demo of the Bytecurve payroll and dispatch software, as well as numerous tips on improving school bus operational efficiency.

Bryan Mitchell, marketing manager for Bytecurve parent company Transit Technologies, explained during the Thursday webinar that with COVID-era funding programs ending, budget concerns combined with routine driver shortages, upset parents and disconnected tech systems complicate student transportation operations every day. He noted that half of U.S. students rely on school bus services but the number of school bus drivers decreased 15 percent from 2019 to 2023.

Mitchell reviewed a case study on the $30,000 monthly labor cost savings that Rome School District in Georgia achieved with Bytecurve, along with nearly eliminating payroll errors and saving 10 hours per week in driver communications and payroll reconciliation. He added that Russellville School District in Arkansas reported saving $15,000 per month.

Additionally, fellow webinar panelist Jonquez Moore, transportation director of Little Elm ISD in northeast Texas, discovered school bus efficiency by bringing two school district transportation operations in-house from contractors and implemented Bytecurve both times.

“We live in a very connected world. Unfortunately, in K-12 it’s not very connected,” observed Jonathan Agenten, director of sales for Bytecurve.

The payroll, scheduling and dispatch system lets drivers clock in via tablet, app or wall clock. Moore said some Little Elm ISD drivers like using the app to save time but noted a tablet option is available for drivers who are reluctant to download the app. He confirmed the app is location based so drivers can only clock in when they are within a predetermined distance from the facility. Agenten added that management can send notifications and see when the drivers read them.

Moore said he appreciated how real-time bus locations arranged in an airport terminal-style dashboard allows managers to proactively handle late, delayed or canceled routes.

“When it’s busy, you don’t know a bus is late until it’s late,” he commented.

Moore shared a view of his Bytecurve dashboard with webinar attendees and pointed out that dispatchers can easily see what drivers are clocked in and what buses they are assigned to. Managers can also manually clock in drivers or remove buses or drivers from the schedule if an event is canceled.

Noting his fondness for reports, Moore showed how easy it is to access on-time performance reports, which he shares with district administration and uses to praise his drivers.

Various stats are clickable, he added, allowing deep dives into problem areas. He said he uses this information to talk to his team and determine what to change.

“I’m not getting paid for this [webinar], so I really believe in their system,” Moore declared.

Related: (Recorded Webinar) How School Districts Save $30,000 per Month with Smarter Payroll
Related: Arkansas District Uses Technology to Save Money and Time
Related: (Recorded Webinar) Arkansas Transportation Department Saves $15K per Month with Bytecurve
Related: Payroll Technology Saves Thousands of Dollars for Georgia School District

He added that a report on planned vs. scheduled vs. actual hours worked is a favorite of the district chief financial officer as it helps with budget questions.

He noted that if there is an unexpected school bus driver shortage, a dispatcher can reassign the route with a few clicks. The system also notes what drivers are already working and therefore unavailable.

Identifying Additional Efficiencies in Operations

When changing tiered routes, where a driver was assigned to elementary and middle or high schools, Agenten confirmed that routes can be split up and reassigned by school or stop. The system notes the resulting changes and the app communicates those changes to parents.

He reviewed payroll integrations and confirmed that each district is a unique customer that Bytecurve will set up according to its particular rules.

When it comes to union requirements and driver minimum hours, task codes added upon system setup become part of the foundation so “things are calculated proactively and accurately,” Agenten said. Managers can use a few clicks to approve driver timesheets based on these preapproved district procedures.

He also answered an attendee question by stating that Bytecurve integrates with several tablets and also provides one of its own.

Mitchell reviewed Transit Technologies’ other offerings, one of which is onboard student and driver facing cameras that are ruggedized, reliable and warranty protected. busHive software allows districts to quickly quote, set up, complete and get reimbursed for field trips. FASTER Maintenance Software allows technicians to proactively manage bus repairs.

Watch the webinar on demand.

The post Technology Webinar Takes Detailed Dive into School Bus Efficiency appeared first on School Transportation News.

ORLANDO, Fla.,- International Motors, LLC* (“International”) announced the International and IC Bus Dealer of the Year award winners at its annual dealer meeting this week in Orlando. This event is an opportunity for International to celebrate the successes of the dealer network from the previous year. More importantly, it is a moment to align our strategy to ensure we deliver quality solutions for our customers every day.

The 2025 Dealer of the Year award winners were selected based on their performance in several criteria, such as vehicle sales, parts sales, International S13 Integrated Powertrain sales, and service dwell time. Growth in key areas like market share, customer experience survey results, and leveraging solutions through International Financial are additional data points used to make Dealer of the Year selections.

“The annual International dealer meeting is always an exciting event because it brings our network together,” said Dan Kayser, executive vice president, Commercial Operations, International. “Our truck and bus dealers are our closest partners, and they work hard every day to give customers a dependable, consistent experience. This event celebrates that partnership and the strength we have when we’re aligned as one International.”

2025 International U.S. and Canada Dealer of the Year: Wieland Truck and Trailer

Michigan-based Wieland Truck and Trailer had an impressive year, exceeding their targets across the board — from parts growth and truck sales to significant gains in customer experience and market share. They achieved nearly seven times their goal for conquest customer count.

“Customers count on dealers who act as true partners, and Wieland Truck and Trailer delivered above and beyond that promise,” said Justina Morosin, senior vice president, Sales and Field Operations, International. “Their accomplishments are a direct result of their focus and customer first approach, and we’re proud of the consistency and care their team brings to every interaction.”

“Being named Dealer of the Year is an incredible honor, and I’m proud of what our team accomplished this past year,” said Rob Cleary, dealer principal, Wieland Truck and Trailer. “Customers expect a partner who can support them across their entire operation, and our team takes that responsibility seriously. I’m looking forward to celebrating with them at the dealership and seeing what we achieve in the year ahead.”

Wieland Truck and Trailer, founded in the 1930s, has three locations in Michigan.

2025 International Latin America Dealer of the Year: Capasa

Capasa was selected as the Dealer of the Year winner because of their commitment to achieving a unique customer experience through comprehensive solutions and support.

“Capasa puts customers at the center of what they do,” said Rafael Alvarenga, vice president, Latin America Commercial Operations, International. “Their commitment to providing effective solutions and strong support makes a meaningful impact across Latin America and sets a strong example for our entire dealer network.”

“It’s an honor to be named Dealer of the Year. We take great pride in offering transportation solutions that support our customers at every stage of their operations,” said Luis Gerardo Amarante Alvarado, dealer principal, Capasa. “This award is a celebration of our team’s effort and commitment, and I look forward to what we’ll accomplish in the year ahead.”

Capasa was founded in 1962 to meet the needs of the state of Sinaloa, Mexico. They have a presence in the cities of Culiacán, Los Mochis, Mazatlán and Guamúchil and in the state of Baja California Sur in the cities of Los Cabos and La Paz.

2025 IC Bus Dealer of the Year: Midwest Transit Equipment

Midwest Transit Equipment’s strong commitment to excellence, commercial execution and customer support made them a perfect fit for IC Bus Dealer of the Year. They exceeded their target in orders, advanced battery-electric vehicle readiness and adoption, and completed training with extensive customer-facing engagement.

“Our dealers play an essential role in providing safe, dependable transportation for students,” said Charles Chilton, vice president and general manager, IC Bus. “Midwest Transit Equipment embodies what it means to be part of IC Bus through their teamwork, customer focus and dedication to building a stronger future for our industry. We’re proud of their team for the example they set for our network.”

“Celebrating our 50th year and being named IC Bus Dealer of the Year is an incredible honor for us,” said John McKinney, chairman, Midwest Transit Equipment. “Our team is committed to trust, collaboration and setting a high standard for the customers and communities we serve. I’m grateful for their effort and excited to celebrate this achievement together.”

Midwest Transit Equipment is the largest volume school bus dealership in the United States. They have nine locations and a team of 300 employees.

To find your nearest International or IC Bus dealer in the U.S. and Canada visit the dealer locators on International.com or ICBus.com. For distributors in Mexico and Latin America, search Mexico.International.com and Latin-America.InternationalCamiones.com.

About International:
Based in Lisle, Illinois, International Motors, LLC* creates solutions that deliver greater uptime and productivity to our customers throughout the full operation of our commercial vehicles. We build International trucks and engines and IC Bus school and commercial buses that are as tough and as smart as the people who drive them. We also develop Fleetrite aftermarket parts. In everything we do, our vision is to accelerate the impact of sustainable mobility to create the cleaner, safer world we all deserve. As of 2021, we joined Scania, MAN and Volkswagen Truck & Bus in TRATON GROUP, a global champion of the truck and transport services industry. To learn more, visit www.International.com.

The post International Motors Honors 2025 Dealers of the Year appeared first on School Transportation News.

Pupil transportation is one of the most visible ways a nation demonstrates its commitment to education. Every school day, millions of students travel from home to classroom using systems designed not only for efficiency, but for safety and equity. While Australia and the U.S. share similarities as large, developed, federal nations, their approaches to pupil transportation reflect important structural and cultural differences. 

By examining governance, fleet design, funding models, rural challenges, and safety standards, it becomes clear that both countries aim for the same goal—safe and reliable access to education—but achieve it through different methods.

Both Australia and the U.S. operate under federal systems of government but differently distribute the responsibility for pupil transportation. In the U.S., pupil transportation is primarily managed at the local school district level. States establish regulatory frameworks, and federal safety standards govern vehicle manufacturing. However, day-to-day operations—routing, hiring drivers, maintaining fleets—are typically handled by individual districts or contracted providers. This creates a highly localized system, where policies can vary significantly from one district to another.

In Australia, pupil transportation is largely administered at the state and territory level rather than by individual school districts. States such as New South Wales, Queensland, Victoria, and Western Australia design and oversee their own school transport assistance schemes. The federal government plays a minimal operational role. This state-centered approach results in more centralized control within each state, even though policies differ between states.

What’s Different with Pupil Transportation?

The key difference is the scale of control. U.S. decisions are often made at the district level. Australian decisions are typically made at the state level. Both models allow flexibility, but Australia’s approach tends to create more uniformity within each state.

Perhaps the most recognizable feature of American pupil transportation is the yellow school bus. The U.S. yellow bus is a national symbol. Nearly every public school district operates dedicated fleets painted in a standardized shade of yellow. Strict federal safety standards regulate construction, and compartmentalized seating design has been central to American school bus safety philosophy for decades.

Australia does not have the same universal yellow bus requirement. School buses in Australia may be white, yellow, or another color depending on the contractor or region. While clearly marked as school services, they do not carry the same nationally standardized appearance as American buses. This reflects a difference in cultural identity. In the U.S., the yellow bus represents childhood and public education. In Australia, school transportation is more functionally defined than symbolically branded.

Another major difference involves seatbelt policies. In Australia, seatbelts are common in school buses and often required in newer vehicles. In contrast, large American school buses traditionally rely on compartmentalization rather than seatbelts, although seatbelt requirements are expanding in some states. These differing design philosophies reflect variations in regulatory priorities and historical safety research.

One of the clearest contrasts between the two systems is how they interact with public transit. In the U.S., pupil transportation is generally separate from public transportation systems. School buses are dedicated vehicles serving only students. Even in large cities, districts often operate independent fleets rather than relying on municipal transit systems, though some districts do provide older students with transit passes.

In Australia, especially in urban areas, students frequently use public bus, train, or tram systems. Discounted or free student travel passes are common. Rather than maintaining fully separate fleets in metropolitan areas, Australia often integrates students into existing public transport networks.

This integrated approach can increase efficiency and reduce duplication of services. However, it also means that student riders share space with the general public. The American model, by contrast, prioritizes separation and controlled environments for school-aged passengers.

What’s Similar with Pupil Transportation?

Both nations face significant rural transportation challenges due to their size and geography. In the U.S., rural districts may cover hundreds of square miles, with students traveling long distances on highways and country roads. In states such as Montana or Texas long travel times are common.

Australia faces similar challenges, especially in remote outback regions. In some parts of Western Australia or Queensland, students may travel extremely long distances to reach school. However, Australia often applies strict distance-based eligibility rules. Students must live beyond a minimum distance from their nearest appropriate school to qualify for subsidized transportation. Families living closer may be responsible for arranging their own transport.

In contrast, many American districts provide transportation to all eligible students within the district, even if they live relatively close to school. The U.S. model often prioritizes broader access, while Australia’s system focuses on distance-based need.

In extremely remote parts of Australia, boarding schools are sometimes used as a practical solution due to travel distances. While boarding options exist in the U.S., they are far less central to the public education system.

Funding structures also reveal differences. In the U.S., transportation funding varies by state and is often supported by local tax revenue. This can lead to disparities in fleet age and service quality between wealthier and less affluent districts.

Related: Pupil Transportation Around the World: A Comparative Look at U.S., Germany
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and Colombia
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and India
Related: What Differs Between Pupil Transportation in the U.S. and the U.K.?

Australia typically funds pupil transportation at the state level. Many routes are operated by private contractors under government agreements. Rather than school districts owning large fleets, governments often contract services to private bus companies. This contractor-based system requires strong oversight to ensure compliance and safety standards.

The American system uses a mix of district-owned fleets and contracted providers. However, district ownership remains more common in the U.S. than in Australia.

Both countries prioritize safety, but enforcement structures differ. In the U.S., strict stop-arm laws require motorists to stop when a school bus is loading or unloading students. Violations can result in significant fines. This legal framework reinforces the protective environment surrounding the school bus.

Australia does not use the same stop-arm system in most regions. Instead, safety relies more heavily on general road rules, bus signage and public awareness. The American stop-arm system creates a highly visible and enforceable protective zone around students.

Despite these differences, Australia and the U.S. share core principles. Both aim to provide safe, reliable transportation that supports equal access to education. Both must manage long distances, rural isolation and funding constraints. Both rely on regulated driver accreditation and vehicle inspection systems.

The primary differences lie in structure and philosophy. The U.S. emphasizes a distinct, symbolic and highly regulated dedicated school bus system. Australia emphasizes state-level coordination, contractor delivery and integration with public transit.

In the end, both systems reflect national priorities and geography. Whether through the iconic yellow bus traveling down an American suburban street or a state-contracted bus crossing the wide landscapes of the rural Australian Outback, pupil transportation remains a vital link between home and classroom. Each country has developed a model suited to its environment, but both share a common mission: ensuring that distance does not prevent opportunity.

Watch for the next article in this series as we travel to another continent-sized country – Brazil.

Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. He can be reached at BretBrooks@GrayRamTacticalTraining.com.

The post Pupil Transportation Around the World: A Comparative Look at U.S., Australia appeared first on School Transportation News.

There were many thoughtful celebrations during Love the Bus Month in February from school districts and transportation companies across North America that recognized their student transportation staff with events and gifts highlighted via social media posts.

Scroll through this year’s gallery for a glimpse of the festivities.

1 of 80

Related: WATCH: West Virginia Highlights School Bus Inspection for Love the Bus Month
Related: Update: Love the Bus Month Underway, NAPT Seeks Recognition Year-Round
Related: Gallery: Love the Bus Month 2025 Celebrations

The post Gallery: Recap Love the Bus Month 2026 appeared first on School Transportation News.

Three new county sheriff’s offices have signed agreements with Immigration and Customs Enforcement that allow deputies to enforce federal immigration law. 

The sheriffs of Dunn, Green Lake and Walworth counties have signed the agreements under ICE’s 287(g) program. ICE records show the Dunn County agreement was signed Feb. 10 while the other two are still pending. All three counties have signed on to the program under the warrant service officer model, which allows county sheriff’s deputies to arrest people targeted by ICE with administrative warrants. 

With the three new agreements, 19 of Wisconsin’s 72 counties have joined the 287(g) program. Most of the counties have joined the program under the warrant service model while Kenosha and Marathon counties have joined under the jail enforcement model — which allows departments to notify ICE of undocumented immigrants detained in county jails. Kewaunee, Sauk and Waukesha counties have signed up under both models. 

Dodge County does not have a 287(g) agreement with ICE but for years has had a contract to hold federal detainees in its county jail, which includes people arrested by ICE. 

Immigrants’ rights and civil rights groups have criticized the 287(g) agreements, arguing that law enforcement openly stating its support for ICE and its often aggressive tactics discourages immigrants of all legal statuses from reporting crimes as victims or coming forward as witnesses. 

“287(g) agreements do not make anyone safer — they stoke fear and erode trust, deter residents from reporting crime, and divert local resources away from addressing real public safety concerns and the needs of the community,” the ACLU of Wisconsin said in a statement in January after the Kenosha and Sauk county sheriffs signed their agreements.

WASHINGTON — The Trump administration must explain to a circuit court before the end of March exactly why it appealed a lower court’s ruling that allows Arizona Democratic Sen. Mark Kelly to keep his retirement rank and pay while a First Amendment case about the “Don’t Give Up The Ship” video plays out.

The U.S. Court of Appeals for the District of Columbia Circuit’s order gives the Department of Justice until March 30 to provide a series of documents in its appeal of the district court’s preliminary injunction.

That ruling, from Senior Judge Richard J. Leon of the District of Columbia District Court, said Defense Department officials, including Secretary Pete Hegseth, erred when trying to apply rules that affect active-duty military members to Kelly, a retired Navy Captain.  

“Secretary Hegseth relies on the well-established doctrine that military servicemembers enjoy less vigorous First Amendment protections given the fundamental obligation for obedience and discipline in the armed forces,” Leon wrote. “Unfortunately for Secretary Hegseth, no court has ever extended those principles to retired servicemembers, much less a retired servicemember serving in Congress and exercising oversight responsibility over the military. This Court will not be the first to do so!”

Leon was nominated by former President George W. Bush. 

DOD seeks to downgrade Kelly retirement rank

The lawsuit began earlier this year after the Defense Department began proceedings to downgrade Kelly’s retirement rank and pay for appearing in the 90-second video.

The six Democrats, all of whom are former members of the military or intelligence agencies, said in the video they understood the people working in those fields “are under enormous stress and pressure right now.” 

“Americans trust their military. But that trust is at risk,” they said. “This administration is pitting our uniformed military and intelligence community professionals against American citizens.”

They went on to say the “laws are clear” and that illegal orders can and must be refused. The video ended with them saying, “Don’t Give up the Ship,’ a long-held phrase in the U.S. Navy.

The Democrats’ video infuriated President Donald Trump, leading the Defense Department to open an investigation into Kelly.

Justice Department officials also launched an investigation into Kelly, Michigan Sen. Elissa Slotkin, Colorado Rep. Jason Crow, Pennsylvania Reps. Chris Deluzio and Chrissy Houlahan and New Hampshire Rep. Maggie Goodlander.

The Justice Department failed to get a grand jury to indict the lawmakers earlier this month. 

Kelly cites effects on millions of retired veterans

Kelly wrote on social media Tuesday, after the Justice Department filed its appeal on behalf of the Defense Department, that the Trump administration didn’t “know when to quit.” 

“A federal judge told Donald Trump and Pete Hegseth that they violated my constitutional rights and chilled the free speech of millions of retired veterans,” Kelly wrote. “There is only one reason to appeal that ruling: to keep trampling on the free speech rights of retired veterans and silence dissent. I went to war to defend Americans’ constitutional rights and I won’t back down from this fight, no matter how far they want to take it.”

With the potential for a Democratic majority next year, Wisconsin’s Legislative Black Caucus closed this year’s Black History Month by laying out its policy goals on issues ranging from housing to education to civic engagement for the next legislative session.

Each year, the caucus starts Black History Month with a celebration and ends it with a day of work by bringing community members together in the state Capitol for Black Advocacy Day to discuss the issues facing Black Wisconsinites, meet with Democratic and Republican legislators and network with other community members. The day was created by former Sen. Lena Taylor, who was a member of the caucus during her time in office and is now a Wisconsin circuit court judge in Milwaukee County. 

Lawmakers developed their plans from listening sessions with Black Wisconsinites in four communities across the state.

Sen. Dora Drake (D-Milwaukee), who chairs the caucus, told reporters that the caucus’ policy agenda will serve as a guide in the future for drafting legislation. 

“We know that the landscape is changing, and so we want to be proactive and make sure that we have a clear agenda of setting policy for next year,” Drake said.

Drake and Sen. LaTonya Johnson (D-Milwaukee), who sits on the Joint Finance Committee, said they believe Democrats will be able to win majorities in the state Legislature in this year’s midterm elections. Democrats are two seats away from control of  the state Senate and five seats in the state Assembly. 

“We can’t continue to not address these issues,” Johnson said, specifically noting Medicaid and providing resources to the Wisconsin public school system.

During a briefing, Johnson was joined by her fellow caucus members as well as Milwaukee County Executive David Crowley, who formerly served in the state Assembly and is currently running in the Democratic primary for governor, and Wisconsin Voices executive director and former state Rep. David Bowen. 

The platform covered seven issue areas: improving affordable housing and protecting renters; education, literacy and economic opportunity; expanding access to affordable, comprehensive health and mental health care; ending mass incarceration and creating a rehabilitative criminal legal system; protecting people’s ability to participate in the democratic process; and helping communities by ensuring they have safe roads, clean air and affordable housing. 

Johnson detailed some of the disparities that Black Wisconsinites face. 

Housing

“Poverty hits Milwaukee the hardest, especially for Black Milwaukeeans,” Johnson said, adding, “30% of Black residents in Milwaukee live below the poverty line, which is the highest rate among major U.S. metropolitan areas. [Only] 27% of Black [people are] homeowners in Milwaukee, compared to the 56[%] for white households; $37,000 is the median household income for Black families in Milwaukee. That ranks us dead last among the 50 largest metropolitan areas. Poverty among Milwaukee’s African-American children is a whopping 38.8[%], which is the third worst out of the 50 largest metropolitan areas.”

Housing and protections for renters are at the top of the caucus’ agenda. Priorities include  tenants’ rights and developing housing affordability programs for communities with high displacement risk, including a first time homebuyers program and a home repairs program.

Johanna Jimenez of the Community Development Alliance, a Milwaukee-based organization dedicated to increasing homeownership for Black and Latino residents, told the Examiner that the organization supports the goals of the Black caucus and sees a need to connect  with lawmakers and other advocates.

“People there are struggling to become homeowners, to rent affordably and to live in safe housing,” Jimenez said. “Even though, like, we do housing every day, coming together on a larger scale and with more people, it’s super important. We recognize that not one person, not one organization, can get everything done, but we do have proof that when we come together, we get more done, and we get laws passed, people protected and more resources coming down.” 

Jimenez said prioritizing renters and helping people become homeowners is important to  building and stabilizing communities. She noted that out-of-state investors, who buy up property in Milwaukee communities, especially on the city’s North Side, driving up prices and limiting options for first-time homebuyers, continues to be an issue

“The tenants that are in our neighborhoods, they want to live in the neighborhoods, and so if we can focus on homeownership and putting resources aside for homeowners rather than giving investors an ‘easy way in,’ it would help communities… help families thrive.”

The caucus wants increase the state minimum wage, which currently sits at $7.25 an hour, expand access to job training in high-demand fields, including technology and skilled trades, provide targeted support for Black-owned small businesses and entrepreneurs, including grants and low-interest loans, and expand state investment in economic development in underserved communities.

Education

Johnson noted that the graduation rate for white students in Wisconsin is roughly 92.7% while  the graduation rate for Black children is 71% — the largest gap in the country.

“Absenteeism is also a strong predictor of involvement with youth in the criminal justice system,” Johnson said, noting that data from the 2023-24 school year shows that Black students in Wisconsin have chronic absenteeism rates that hover around 47%, which is more than four times higher than the 11.2% absenteeism rate for white students. 

Under its platform, the caucus says that it wants to work to “fully fund” public schools with targeted resources to bring up low literacy scores; expand evidence-based literacy programs, including early childhood and reading intervention initiatives; strengthen accountability and transparency in voucher schools and support development and recruitment of teachers and culturally responsive curricula.

It also wants to help protect people’s participation in the democratic processes by establishing a “Wisconsin John Lewis Voting Rights Act” that would ensure fair electoral maps and end gerrymandering, strengthen voting rights protections and expand civic education and community-led voter outreach. 

Criminal justice reform

Johnson said the caucus also wants to end the cycle of  mass incarceration. One attendee shook her head in agreement and said “amen” as Johnson spoke. 

Some caucus priorities in that area include reforming sentencing guidelines, increasing community oversight of law enforcement practices, expanding reentry programs and ending crimeless revocations. 

One proposal from the caucus meant to help improve the state’s criminal justice system, which was introduced this week, is a constitutional amendment proposal that would ensure Wisconsin bans slavery and involuntary servitude without exceptions.

Black history

When the Wisconsin Constitution was adopted in 1848, it included a prohibition of slavery and involuntary servitude. The state joined the union to ensure it followed the Northwest Ordinance of 1787, which forbade slavery in the territory, and to establish itself as a free state. However, that provision includes an exception for slavery or involuntary servitude if it is imposed as punishment for a crime.

Last week, the Republican-led Assembly refused to take up a resolution to recognize February as Black History Month, which wouldn’t have an effect on policy in the state but which lawmakers said represents a recognition of their history, achievements and work that has shaped the state. 

During the Assembly floor session last week, Rep. Supreme Moore Omokunde (D-Milwaukee) said Republicans’ refusal to recognize Black History Month was “a horrific attempt to silence Black voices and to give us a subtle inference that our history isn’t as important as we think it is.” 

Moore Omokunde noted that in the past Republicans have easily passed resolutions to honor President Ronald Reagan, Charlie Kirk and Rush Limbaugh — who Moore Omokunde noted called once called President Barack Obama a “magic negro.”

“At most, we should aspire to be one of the few Black faces in white spaces, and in order to be successful, we should strip ourselves of all of our identity and our traditions…This is only a glimpse of what it’s like to be a Black legislator in this building,” Moore Omokunde said. “You’re welcome to be here, as long as you have a signed permission slip.”

This year’s resolution sought to recognize Black people with ties to the state including Marcia Coggs, who was the first Black woman to be elected to the state Legislature and the first Black lawmaker to sit on the powerful Joint Finance Committee, Bob Mann, who was the first Black player to play a regular season game for the Green Bay Packers, and Malcolm X, who was a prominent Black Nationalist during the Civil Rights movement and had “unique ties” to Wisconsin. 

Malcolm X’s family lived in Wisconsin while he was young after they fled Nebraska due to harassment from the Ku Klux Klan and moved to Milwaukee. His young brother, Reginald, was born in Wisconsin’s largest city. The family lived on West Galena Street on Milwaukee’s North Side until 1929 when they relocated to Lansing, Michigan. 

Malcolm X returned to Wisconsin many times in the 1960s, visiting Milwaukee and speaking to local communities about racial injustice. His work inspired grassroots organizing in the state. 

This year was not the first time that lawmakers have fought over proposals to recognize Black History Month. The state Assembly passed a resolution in 2025 honoring the month, but the resolution left out names of any individual people. The Senate passed that resolution in March 2025. 

Whether or not Democrats do win control of the Senate and Assembly in November, Johnson and Drake expressed confidence that Republicans would not be able to continue to block their work on the issues in the same way that they have for many years. 

“Even if we just get one house, we’re in a better position to hold them accountable,” Johnson said. “They’ll literally have to answer for why these things aren’t good ideas, or why this isn’t good governance when they see the numbers that we’re dealing with.”

Vice President JD Vance did not utter the word “tariffs” a single time during his upbeat speech at a Plover, Wisconsin, machining plant Thursday. The visit, aimed at shoring up vulnerable Republican U.S. Rep. Derrick Van Orden ahead of the 2026 midterms, was part of a post-State of the Union victory lap Vance is taking to market the so-called Golden Age of prosperity President Donald Trump claims he and the Republicans have delivered to rural and blue-collar voters.

It’s a tough sell. 

The latest Marquette University Law School poll, released the day before Vance parachuted into Wisconsin, shows Trump hitting a second-term low with Wisconsin voters, with 44% saying they approve of the job he’s doing and 54% saying they don’t approve. Across partisan affiliations, the rising cost of living is voters’ No. 1 concern, while 55% of respondents told pollsters tariffs are hurting Wisconsin farmers. Manufacturers are not happy, either.

“I can tell you from my experience running our company, from everyone I talk to in my networks — 95% of people in manufacturing — 99% do not support the tariffs,” said Sachin Shivaram, CEO of Wisconsin Aluminum Foundry, a Wisconsin-based company with locations across the Midwest.

Shivaram spoke on a press call with Wisconsin Sen. Tammy Baldwin ahead of Vance’s speech Thursday. Many business owners, he said, are afraid to publicly share their criticisms of the Trump administration. When he meets other leaders of manufacturing companies in boardrooms, he said, “It’s like, look, we can’t say anything about how dumb the tariff policy is, because we’re going to be the next one whacked on X.” But, he added, “it’s costing all of them, all of us, a lot of money.”

Tariffs have caused “chaos and uncertainty” for businesses, agreed Kyle LaFond, owner and founder of American Provenance and Natural Contract Manufacturing, a small business that makes personal care products. “Last year, when these tariffs were first instituted, I absorbed those costs as much as possible. I did that for about eight months,” LaFond said. “But that is not a sustainable business practice.” Ultimately, he said, businesses have to pass along the cost to their customers:  “Tariffs are just attacks on the American consumer.” 

There’s a reason slim majorities of Wisconsin voters chose Trump in 2016 and 2024. Vance put his finger on it in his speech at the Republican National Convention in Milwaukee. “When I was in the fourth grade, a career politician by the name of Joe Biden supported NAFTA, a bad trade deal that sent countless good jobs to Mexico.”

Wisconsin manufacturing workers and farmers suffered tremendously from global trade deals. Democrats and Republicans alike brushed aside their pain and tried to tell them that the booming stock market and increasing corporate profits were worth the crashing prices and job losses. Never mind the communities ruined and all the families that fell out of the middle class.

Trump and Vance spoke to those voters. In his convention speech, Vance cleverly tied global trade deals supported by both political parties to immigration.“Now, thanks to these policies that Biden and other out-of-touch politicians in Washington gave us,” he said, “our country was flooded with cheap Chinese goods, with cheap foreign labor.”

But the immigrants who make up 70% of the labor force on Wisconsin dairy farms did not drive the collapse of Wisconsin’s small-farm economy. They, too, were displaced by globalization that drove down prices and accelerated a “get big or get out” economy that has taken a heavy toll on working people on both sides of the border. The arrival of immigrants willing to work long hours for low pay on farms that were forced to expand rapidly to stay afloat was a blessing to farmers who simply couldn’t find American workers to fill those jobs.

Today’s increasingly virulent, demagogic attacks on those hardworking immigrants should make everyone queasy. 

Alex Jacquez, a former White House economic official in the Biden administration who also worked for Sen. Bernie Sanders’ 2020 presidential campaign, sees Vance’s rise as a big win for the populist right. Vance’s criticism of global trade deals that hollowed out American manufacturing, and his appeal to the “forgotten” American workers who have never recovered from outsourcing, struck a nerve with voters across the industrial Midwest. 

“But I think the question is whether the actual policies put forward are having the outcomes that they intend here,” Jacquez said in a phone interview Thursday.

Trump ‘s failure to deliver the economic miracle he advertised, along with devastating cuts to health care and the safety net, pose a looming problem for Republicans ahead of the midterms. The solution they’ve hit on is a combination of bluster, bullying and straight up lies. 

In his Plover speech, Vance doubled down on Trump’s scapegoating of immigrants and Democrats in the State of the Union. Following up on Trump’s racist characterization of the entire Somali immigrant community in Minnesota as “pirates” responsible for plundering public aid, Vance  blamed “‘illegal aliens” for fraud in public benefits programs and voting. He brought up Trump’s lurid descriptions of crimes committed by immigrants and, like Trump, excoriated Democrats for not standing up and cheering as the president subjected grieving parents to a gory rehash of violent attacks on their children.

The reason Democrats didn’t stand up during Trump’s speech, Vance suggested, is that “they answer to people who have corrupted this country. They answer to people who opened the border. They answer to people who got rich off of illegal immigrant labor. … We want American workers to get rich for working hard, not illegal aliens.”

Sucker-punching Democrats on immigration was a goal of the State of the Union speech. And Republicans will keep on punching. Their sanctimonious horror at the very idea of their colleagues not standing up and cheering for the victims of violent criminals is a way of changing the subject away from the spectacle of masked federal immigration agents spreading murderous mayhem in Midwestern neighborhoods, and, of course, the fact that none of this is making American workers better off. 

As Jacquez pointed out, “Certainly Trump has cracked down on immigration, but that doesn’t seem to be redounding to the benefit of native-born workers. We’ve seen the unemployment rate creep up even while fewer immigrants are working these days on the manufacturing side.”

“We lost manufacturing jobs in every single month of 2025,” he added. “There has been no resurgence whatsoever in actual people getting jobs in manufacturing and, in fact, in many sectors, some of the trade policies that Trump has advanced have been actively harmful.”

At the end of his speech, Vance took questions from local media that reflected the immediate concerns of voters in western Wisconsin. 

What can his administration do to stop the closure of rural hospitals that are creating a health care desert in the district he was visiting?

Vance blamed the problem on the Biden administration, although rural hospital closures did not begin under Biden and are severely exacerbated by Medicaid cuts under Trump. Vance also claimed the Trump administration is now turning things around with the rural hospital fund included in the “Big Beautiful Bill Act” — $200 million of which was awarded to Wisconsin in December.

Derrick Van Orden also pumped the rural hospital fund in remarks ahead of Vance’s speech, saying it’s “just a lie” that Democrats care about rural health care, because they didn’t vote for the massive tax- and spending-cut bill that contained the rural health care fund. 

KFF projects the fund will only make up for about one-third of the Republicans’ cuts to Medicaid in rural areas. And that offset is temporary. The rural health fund expires in five years. In Wisconsin, meanwhile, 250,000 people are losing their health care coverage because of the Medicaid cuts and changes to the Affordable Care Act passed by Republicans. Those losses are concentrated in rural areas, and have a cascading effect on rural hospitals and entire rural economies.

Van Orden, who has spent his whole political career calling for the elimination of the Affordable Care Act, reversed course and voted with Democrats to extend ACA subsidies last month — right after voting to block the same measure when Democrats brought it up the day before. 

In answer to a question on the health care worker shortage and the aging population of rural Wisconsin, Vance took a swipe at college students who major in women’s studies. The Trump administration — which has focused on repealing a pandemic-era pause on student loan repayment, resumed garnishing the wages of student debtors and imposed less affordable repayment plans — wants to make it easier for people to study to become doctors and nurses without getting “layered up with debt,” Vance declared.

Will the Trump administration withhold Medicaid money from Wisconsin as it recently announced it will do to Minnesota, as punishment for the state’s refusal to hand over the sensitive, personal information of food assistance recipients and of voters?

In answer to that question, Vance said it was outrageous that Wisconsin Gov. Tony Evers and the Wisconsin Elections Commission have refused to hand over the data Trump is demanding, and left the open the option of withholding federal Medicaid money, saying Democrats “like to cheat” in “voter rolls and welfare rolls.” 

Asked about farmers facing wildly fluctuating commodity prices, Vance celebrated the administration’s success in getting China to open up its market to U.S. soybeans. That’s a head-scratcher, since China was purchasing about half of all U.S. soybeans a year ago, before it stopped amid a trade war caused by Trump’s tariffs. That was a big problem for Wisconsin farmers who were suddenly stuck sitting on a bumper soybean crop after losing their biggest buyer. Even with the new deal, those farmers will not be made whole, Darin Von Ruden, president of the Wisconsin Farmers Union, told Wisconsin Public Radio, and China has now found new markets, setting up a long-term business loss.

Among Vance’s many preposterous claims, perhaps the most incredible was the picture he tried to paint of a caring, empathetic Trump, who wakes up every morning asking what he can do to solve the problems of the American people. Do even Trump’s supporters buy the idea that the man who made $4 billion off the presidency after just one year in office is driven by selfless concern for the needs of others? 

On one occasion, Vance said, during a discussion of the soaring stock market, Trump asked earnestly what could be done for people who don’t own any stocks. The answer, he said, was Trump’s brilliant plan to give low-income workers a $1,000 federal match for retirement. That idea was actually signed into law by Biden four years ago.

Asked for his further ideas for investing in rural communities, Vance said his administration will mostly “just listen” to voters. He held up Van Orden as the administration’s point man for keeping in touch with constituents in rural Wisconsin. Unfortunately, Van Orden is so notorious for avoiding in-person contact with voters, Democrats have made a regular practice of visiting his district to hold town halls from which he is reliably, notably absent. 

The claim that either he or the Trump administration is concerned about solving the problems of Wisconsin voters is the biggest lie of all.