Thousands of low-income people living with HIV could be losing drug coverage as states impose limitations on HIV assistance programs amid constrained budgets — raising alarms over consistent access to lifesaving medications.

Many factors are putting budget constraints on state programs, including federal funding — which has remained flat for years and hasn’t been adjusted for inflation — increased drug costs and rising insurance premiums.

The Ryan White HIV/AIDS Program is the national safety-net program supporting more than 600,000 low-income people living with HIV across the nation. States receive federal grants and drug rebate money — the latter making up the bulk of state program budgets — to, among other things, help pay for medications and support community groups and specific populations, such as women and children.

Congress has kept key drug assistance funding at $900.3 million annually since 2014. New enrollments for state programs jumped 30% from 2022 to 2024, in part because states cut off pandemic-era Medicaid assistance.

As of January, at least 18 states have pulled back their Ryan White AIDS Drug Assistance Programs, known as ADAPs, in some way, according to a March 2 analysis by health research group KFF and a report by the National Alliance of State and Territorial AIDS Directors, which offers consultation for states.

There are roughly 1.2 million people in the United States living with HIV, and about 1 in 4 people get support from a state drug assistance program.

A disproportionate number of HIV/AIDS patients are gay, bisexual and other men who have male-to-male sexual contact, according to the federal Centers for Disease Control and Prevention. LGBTQ+ communities have been targeted in recent years by some federal and state policies, including the rollback of civil rights, shutting down a youth mental health hotline, restricting health care access, and imposing discussion and book bans in public schools.

Florida has introduced the most dramatic restrictions on income eligibility for its HIV drug program — cutting individual eligibility for the program from 400% of the federal poverty level to 130%. That means uninsured and underinsured people up to that 400% poverty line no longer have coverage under the program.

That’s roughly slashing maximum annual income of $63,840 for an individual down to $20,748. The state says the change will prevent a $120 million shortfall.

“(That) creates an immense coverage cliff,” for example, for childless adults not eligible for Medicaid, said Amber Tynan, CEO of Big Bend Cares, a North Florida Ryan White provider. Florida is among the 10 states that haven’t expanded Medicaid eligibility under the Affordable Care Act.

Florida’s department of health didn’t respond to Stateline’s request for comment.

Delaware, Kansas, Pennsylvania and Rhode Island have also reduced income eligibility for their programs, but to a lesser extent, according to KFF. For example, Kansans with HIV/AIDS whose incomes are above 250% of the federal poverty level won’t be eligible for help with Obamacare insurance premiums. That change will affect about 230 people, the National Alliance of State and Territorial AIDS Directors estimates.

In Pennsylvania, about 1,600 people will lose HIV drug assistance coverage as the state imposes income eligibility caps at 350% of the federal poverty level.

“We cannot continue to provide services at a certain level when the funding to do so does not exist,” Neil Ruhland, Pennsylvania Department of Health press secretary, told Stateline in a statement. He pointed to drug costs and enrollment numbers that are “steadily rising while funding remains stagnant.”

Florida also is removing the brand-name drug Biktarvy, which is the only single-tablet HIV medication regimen recommended by national guidelines for those starting treatment and is the most widely prescribed antiretroviral medication nationally. There is no generic form.

The medication is highly effective at reducing a person’s viral load, meaning the virus is undetectable in blood tests and untransmittable to others.

Eighty percent of Floridians with HIV who are in the state’s program use Biktarvy, Tynan said.

“Not having the opportunity to stay on lifesaving treatment is creating quite the panic and crisis for our population,” Tynan said. “For decades we’ve worked to turn HIV from a fatal diagnosis into a manageable chronic condition, and that progress depends on one thing: consistent access to treatment. When that stability is disrupted like it has (been) in Florida, it creates real risk for patients and for public health.”

Other states (Arizona, Michigan, Pennsylvania, Rhode Island, Virginia and Washington, plus the District of Columbia) also are considering limiting which drugs they cover, according to the alliance’s report.

And several other states may impose other limits to their drug assistance program. Health agencies in Hawaii, Idaho, Montana, New Jersey, South Carolina, Virginia and Washington are considering cutting funding for core medication and support services. Others are considering implementing a six-month recertification period, restricting eligibility, putting caps on expenditures, changing covered medications and lowering assistance for insurance premiums.

While no state has implemented a waiting list for drug assistance, three states — Arkansas, Louisiana and New Jersey — are considering one as a future cost-containment measure, according to the national alliance’s report.

Dr. Sabrina Assoumou, an infectious disease physician at Boston Medical Center, said many of her HIV patients are under-resourced and rely on her state’s Ryan White program. She added that she’s relieved Massachusetts’ program hasn’t announced any changes as of February, when the alliance’s report was released, but that she’s worried for patients in the other states.

“We’ve taken HIV from a very serious virus, a deadly virus when it was first discovered in the ’80s, to a very manageable chronic condition because of the medicines,” she said. “It is concerning to see … that we’re sort of moving backwards by not providing that kind of care that’s so much needed, and that’s lifesaving.”

Florida bypassed a rulemaking process when it announced its changes days before open enrollment ended. In late January, the AIDS Healthcare Foundation, a global nonprofit agency, sued the state department of health over the changes. The U.S. Centers for Medicare & Medicaid Services opened a new enrollment period for Floridians losing coverage to enroll in a different marketplace plan.

In late February, Florida issued an emergency rule putting the new eligibility requirements into effect. About 32,000 Floridians get help from the state program in some way — whether it’s through local health departments or the state helping to pay for insurance premiums.

Half of those, around 16,000, will lose coverage entirely — but many others will be affected in other ways, such as losing access to Biktarvy.

“So if you remain in the program, there’s a very high likelihood that you’re still going to be impacted by some of the other changes, like the dropping of the premium assistance, the elimination of Biktarvy from the formulary,” said Tim Horn, director of medication access for the National Alliance of State and Territorial AIDS Directors. “When you take a look at all of these changes in the net, the vast majority of Florida ADAP clients are going to be impacted by this, one way or another.”

Stateline reporter Nada Hassanein can be reached at nhassanein@stateline.org.

Wisconsin Watch partners with Gigafact to produce Fact Briefs — bite-sized fact checks of trending claims. Read our methodology to learn how we check claims.

Yes.

Wisconsin’s average age is slightly higher than the national average age. 

According to data from the Wisconsin Department of Health, which shows the average of ages between 2019 and 2023, the most recent data available, the national average is 38.7. 

In Wisconsin, the average age is 40.1 for the same time period.

Those numbers reflect the rapidly aging baby boomer generation, which is skewing Wisconsin’s population to individuals over 65, according to Wisconsin Public Radio.

Between 2010 and 2020, this demographic grew from 777,000 people to more than 1 million and is projected to expand to 1.3 million by 2030. Meanwhile, the working-age demographic in the state is holding steady, meaning that the population of those over 65 is growing as a percentage of the total.

This fact brief is responsive to conversations such as this one.

Sources

• Wisconsin Department of Health Services: Aging: Demographics in Wisconsin
• Wisconsin Public Radio: Aging Wisconsin: Wisconsin’s baby boomers are state’s fastest growing age range
• Wisconsin Department of Administration: Population Projections

Is Wisconsin’s population older than the national average? 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.

Democratic lawmakers have drafted legislation to more than double Wisconsin’s minimum wage, which has remained at $7.25  for nearly two decades.

The proposed legislation, announced Tuesday by Sen. Kelda Roys (D-Madison) and Rep. Angelina Cruz (D-Racine), would raise the wage to $15, then ramp up the minimum to $20 in four years and automatically increase the wage thereafter to keep pace with cost of living, the lawmakers said at a press conference in the Wisconsin state Capitol Tuesday.

“I ran for office to make sure working people have a voice in this Capitol,” said Cruz, a first-term member of the Assembly. “This bill is about dignity. It’s about fairness and it’s about building an economy where if you work hard in Wisconsin, you can afford to live in Wisconsin.”

With the Legislature’s current two-year session just about finished, Tuesday’s announcement was also aimed at sending a signal to voters in November about the Democrats’ policy priorities.

“We’re going to continue working for this bill, but even if it doesn’t pass this session, we know that elected officials will be held accountable this fall,” said Roys — who, in addition to being a lawmaker, is one of more than a half-dozen Democrats seeking the party’s nomination to run for governor.

17 years since last increase

The state minimum wage was raised to $7.25 17 years ago, when Roys was a first-term member of the Assembly. The bill aims to make the minimum wage a “living wage” — “the amount of money that a single person needs to earn to cover the basics of their life, housing, utilities, food, transportation and health care,” Roys said.

Based on the numbers produced by the Massachusetts Institute of Technology living wage calculator, “a million Wisconsin workers earn less than a living wage,” she said, adding that even the legislation’s initial boost to $15 an hour is less than a living wage in all 72 Wisconsin counties.

“So, this bill is not only long overdue, it’s actually pretty modest compared to what people actually need to thrive,” Roys said.

The legislation would push the state minimum to $15 per hour on enactment; increase the minimum in stages to $20 per hour by 2030; and index the new minimum to the consumer price index starting in 2030, “so as the cost of living increases, people’s wages will increase with it,” Roys said.

For small businesses with 50 or fewer employees, the $20 wage would be phased in by 2035.  

“We believe in supporting workers and respecting the realities facing small businesses,” Cruz said. “Economic justice and small business stability can and must go hand-in-hand.”

The bill would also move the subminimum wage for tipped workers — now $2.33 — to $7.50 immediately and then phase it up to $10 by 2030, after which it would be tied to half the standard minimum wage, Cruz said.

In addition, the bill would repeal a Wisconsin law that currently bars local municipalities from enacting local minimum wage ordinances.

“Communities know their costs, so they should have the freedom to respond,” Cruz said.

‘Backbone of our communities’

About 800,000 Wisconsin workers are paid less than $20 an hour, Cruz said — as “home health care providers, early childhood educators, grocery workers, nursing assistants — the backbone of our communities.”

Wisconsin’s low-wage workers “are essential workers that make our society run,” Roys said. “And nowhere is a living wage more urgently needed than in rural Wisconsin, where many communities have limited employment opportunities. A handful of employers, often massive multinational corporations, can suppress wages because workers have so few alternatives.”

She argued that increasing the minimum wage will strengthen local economies by boosting the average person’s buying power

“Because when a worker in Ladysmith gets a raise, that money’s going to stay in the community in Wisconsin,” Roys said. “But when a national corporation suppresses wages in Ladysmith, those profits go to shareholders in Arkansas or the Cayman Islands. This legislation is an economic development bill for Wisconsin.”

 The band of Democratic lawmakers who joined the news conference were outnumbered by a crowd of service workers in red shirts, most of them members of the Milwaukee Area Service and Hospitality Workers union — MASH.

“This bill is about making sure that there’s some more power in the market for workers so we all can make a living wage,” said Troy Brewer, a lead cook at the Fiserv Forum sports arena in Milwaukee and a MASH union steward.

Service workers across the state “are withheld access to economic security, while our jobs continue to act as the backbone to our economy,” said Sabrina Prochaska, a shift leader at Anodyne Coffee in Milwaukee, where the union is negotiating its first contract. “The problem is not our jobs, but rather these jobs do not pay a livable wage. It’s not right and we’re done accepting it.”

The legislation also has the backing of a wide range of unions and allied groups. Many of the same organizations joined with MASH at an event in September to launch their demand for a $20 minimum wage.

Rebuilding the New Deal

Peter Rickman, the president and business agent for MASH, said the legislation is part of a larger mission — to reverse the erosion of the New Deal reforms that were enacted in the 1930s.

Rickman said in that era, a coalition that was led by Democrats but included some Republicans helped build the American middle class by fostering collective bargaining and union rights, and by setting a minimum wage.

The minimum wage was intended as a wage floor that would allow people to make a living, he said.

“It was never intended to be a poverty pay for those folks. It was intended to move the whole labor market. That is how we gave birth to the world’s first middle class,” Rickman said. “We built it with public policy. Politicians took the side of working people and said, ‘We are going to make this labor market work for the working class.’”

He said those policies have been dismantled by “another bipartisan coalition — too many Democrats but mostly Republicans,” which pushed wealth up instead of spreading it among workers.

“The greatest redistribution in the history of the world happened: $79 trillion dollars from worker paychecks went to corporate profits,” Rickman said, citing a Rand Corp. study.

The bill was unveiled days after the Wisconsin Assembly concluded its active lawmaking for the Legislature’s current two-year period. The state Senate is expected to follow suit in a few weeks.

Roys, however, appeared unperturbed by the suggestion that the timing would make its enactment this year unlikely. She noted that the impending wrap-up was the work of the Legislature’s Republican leaders, not a requirement

“Republicans choosing to go home and take a 10-month vacation so that they campaign for re-election is a choice that they are making,” Roys said. “They don’t have to. We could come to work every single day for the rest of the year, just like the workers that are standing up here do.”

She said the session’s end won’t stop proponents from talking up the bill. “Maybe this is the last bill of 2025,” Roys said. “And maybe it’s the first law of 2027.”

On Friday, lawmakers in the Wisconsin Assembly voted in favor of a bill seeking Medicaid coverage for people in Wisconsin prisons and jails. Supporters hope it will help recently incarcerated people avoid addiction and overdoses. 

Rep. Shelia Stubbs (D-Madison) said her experience working for the Wisconsin Department of Corrections has given her firsthand knowledge about the impact AB 604 will have. She said it will improve access to treatment and case management and ease the financial burden on justice-involved Wisconsinites. 

The bill would give incarcerated people a greater chance of maintaining sobriety and preventing overdose after release from prison, Stubbs said. After a Minnesota study about the causes of death of recently incarcerated people, researcher Tyler Winkelman said that “substance use is clearly the main driver of death after release from both jail and prison.”

Medicaid is prohibited from paying for services provided during incarceration, barring some exceptions involving inpatient services or an eligible juvenile under 21 years old. The National Association of Counties published a toolkit critical of the “inmate exclusion policy,” arguing in part that it unfairly revokes federal health benefits from people who are being detained prior to trial and have not been found guilty.  

The bill would pursue a path offered by the federal government that allows for a partial waiver of the policy. 

The proposal directs the Department of Health Services to request a waiver to conduct a demonstration project; 19 states have approved waivers and nine states including Washington D.C. have pending waivers, as of November 21. 

A waiver would allow for prerelease health care coverage under the Medical Assistance program, which provides health services to people with limited finances, for up to 90 days before release of an eligible incarcerated person. Coverage would be provided for case management services, medication-assisted treatment for all types of substance use disorders and a 30-day supply of prescription medications. 

The bill garnered support from lawmakers from both parties and from WISDOM and EX-Incarcerated People Organizing, groups that advocate for incarcerated people. 

The Assembly’s vote to seek the coverage for incarcerated people comes on the heels of its vote to accept a federal expansion of Medicaid coverage for women for one year after they give birth. 

For the waiver, if the state seeks federal Medicaid coverage for services that are currently funded with state or local dollars, the state has to reinvest any savings in state or local funds. Savings would be invested in programs to increase access to or improve the quality of health care for incarcerated people. 

In the Department of Corrections fiscal estimate, the DOC said that in fiscal year 2025, the agency spent $500,000 on the 30-day medication supply dispensed for incarcerated people pre-release, $300,000 on pre-release medication assisted treatment medications and $3.9 million on the Opening Avenues to Reentry Success (OARS) program. The OARS program supports the transition from prison to the community of incarcerated people living with a severe and persistent mental illness who are at medium-to-high risk of reoffending. 

The agency estimated it may have over $750,000 in potential cost savings if the waiver is approved and implemented. 

Because not all incarcerated people will qualify, the estimate assumes that half of the medication supply and medication assisted treatment medications costs will be reimbursed, as well as 10% of the OARS program costs. There may be other costs DOC can have reimbursed.

AB 604 would require the Department of Health Services to submit the waiver request no later than Jan. 1, 2027. 

The bill now goes to the state Senate. Supporters of the bill include the Wisconsin Medical Society, the National Alliance on Mental Illness Wisconsin, the Medical College of Wisconsin and the Wisconsin Counties Association. 

Eight Republican state Assembly lawmakers announced at 9:45 p.m. Wednesday that gridlock is ending on bills to provide a year of Medicaid coverage to postpartum mothers and ensure cancer screenings for women with a high risk of breast cancer, and both will receive a vote in the Assembly this week. 

The bills had been held up this legislative session despite widespread bipartisan support due to opposition from Assembly Speaker Robin Vos (R-Rochester), who once said he didn’t want to expand “welfare” in relation to the postpartum coverage and said recent federal changes made changes on breast cancer screening coverage unnecessary. He declined to comment to the Wisconsin Examiner on what changed his mind. 

Vos was not at the press conference led by Rep. Todd Novak (R-Dodgeville) and seven other Assembly Republicans, who represent purple districts across the state and had been advocating for the bills.

“It hasn’t been fun,” Novak said about the process. “I truly appreciate a caucus who is willing to listen to us bring the stories from our district… and get them to a point where they are willing to take a vote tomorrow.”

The lawmakers said that they sent a letter to Vos on Feb. 3 urging him to allow for a vote on the bill. The letter stated that the measure aligns with “core Republican priorities” including “protecting life and supporting families,” “fiscal responsibility” and “reducing government dependency.”

SB 23 would extend Medicaid coverage for postpartum mothers to a year. Wisconsin is one of two states in the U.S. that has not taken the federal extension, which was first offered to states five years ago in the American Rescue Plan Act.

People in Wisconsin are typically only eligible for Medicaid coverage if they make up to 100% of the federal poverty level, but pregnant women can receive Medicaid coverage if they have an annual income of up to 306% of the federal poverty level. Currently in Wisconsin, a newborn whose mother is a Medicaid recipient receives a year of coverage, but mothers risk losing their coverage after 60 days if they don’t otherwise qualify for Medicaid.

The bill passed the Senate in April 2025 on a 32-1 vote. It also previously passed the Senate in 2023-24 legislative session, but died in the Assembly.

SB 264 would require health insurance policies to provide coverage for diagnostic breast examinations and for supplemental breast screening examinations for an individual who has dense breast tissue. The bill would require coverage to include no patient cost-sharing. 

The bill is named “Gail’s Law” in honor of Gail Zeemer, a Neenah woman who advocated for the legislation and who died from breast cancer in 2024. Women with dense breast tissue have a higher risk of breast cancer and dense breast tissue can make it harder for radiologists to see cancer on mammograms, according to the American Cancer Society. 

The bill received a nearly unanimous vote in the Senate in October.

Republican lawmakers also railed at Democratic lawmakers, who had been urging the Assembly to vote on the bills for months and planned to hold up votes during Wednesday’s floor session by introducing amendments on every bill to advocate action on the issues.

“I’m very angry at what happened today — very angry,” Rep. Patrick Snyder (R-Weston) said, adding that he had been speaking to his Republican colleagues about why it was important to join the majority of the country in extending coverage. “I talked to my Democratic colleagues and told them that I was close, that it was going to get done, but then they throw this crap at us today. It almost blew it up.”

At a press conference at 1 p.m., Assembly Minority Leader Greta Neubauer (D-Racine) announced that she and her husband are expecting their first child this summer while urging the Assembly to take a vote on the bills that would increase health care coverage for women.

“I wasn’t really planning to talk about this today, but I am pregnant,” Neubauer said, adding that she is due in June. “We could not be more excited. During this pregnancy, I have been reflecting and I’m very lucky. I’m lucky to have quality, affordable health care coverage for myself and my baby when they arrive. For too many Wisconsin families, that health care coverage is cut off far too soon… This needs to end. We must pass postpartum Medicaid expansion now.” 

As the Assembly began acting on bills in the floor session that followed, Democrats took turns interrupting with speeches demanding that GOP lawmakers take up their amendments to put the Medicaid and breast cancer bills on the floor. Shortly after 3 p.m. Rep. Dean Kaufert (R-Neenah) called for a partisan caucus, and the session was paused. The Assembly did not return to the floor until 10 p.m. 

Republican lawmakers said they spent the time in caucus talking about the issues.

“I’m in it for the women that need this protection. They’re in it for politics, and that’s sickening,” Snyder said, adding that it would be hard for him to trust his Democratic colleagues in the future. “I don’t know what they were trying to do, but lobbyists told them to wait at least till Thursday, and they didn’t.”

Novak said his voice was hoarse after the caucus. He said lawmakers who were on the fence about the bill were angered by the Democratic amendments and it set back their progress on the discussions.

“I actually put my seat on the line. I said I wanted this bill to pass or I don’t know I could run again,” Snyder said. “How many Democrats put their seat on the line for anything if there’s something they’re passionate about? That’s why it’s about people, not about the politics.” 

At a press conference after, Neubauer was unapologetic for the Democratic lawmakers’ actions. 

“It seems that the bills are going to the floor after years of Rep. Pat Snyder telling us that these bills were going to be passed and them not being passed, so it does seem like our actions made a difference today,” Neubauer said. 

Neubauer rejected the assertion that Democrats were just engaging in politics and said the job of the minority party is to ensure that important issues get air time and get votes.

“Republicans refusing to vote on [the amendments] is their own choice. We have a responsibility to our constituents and the women of this state whose lives depend on these policies being passed,” Neubauer said. “We were going to stop at nothing to get a vote on these bills. We hope that that’s what’s going to happen tomorrow.”

Rep. Shannon Zimmerman (R-River Falls) said that the development is “proof that minds can be shifted.”

“I appreciate, certainly, the speaker’s willingness to hear us out. I appreciate all of my members in my caucus,” Zimmerman said. “The outcome that we have reached today is one that will have a positive impact on the lives of many in the state of Wisconsin.”

Vos and Assembly Majority Leader Tyler August (R-Walworth) were not at the caucus the entire time. In the early evening, the caucus leaders were at what Vos called a “thank you reception” hosted by the Jobs First Coalition — a nonprofit advocacy group that has a history of spending to help elect Republicans. 

Michelle Litjens, Vos’ wife and a former Republican member of the Assembly, has worked as a fundraiser for the organization. She told reporters the group was thanking legislators and that they often bring guests to speak on issues to their members.

When asked about why they were at the event while lawmakers were said to be in recess for caucus, Vos said “people are caucusing.” 

“This is the way it was for, like, 50 years before I became speaker,” Vos said. He added that people would leave floor sessions to go to receptions “all the time.” 

The Republican lawmakers who announced the deal to bring the bills to the floor said they were able to “win over hearts” in their caucus and shared personal stories about breast cancer. 

“Probably every person in this room has been touched in some way with someone in their family with cancer,” Kaufert said. “In my particular case, my mother when I was 17 years old in high school, she had breast cancer, and they didn’t have technologies that they do now, and at age of 19, my mother passed away due to that breast cancer.”

Rep. Bob Donovan (R-Greenfield) said his wife was diagnosed with metastatic breast cancer.

“Sadly, had this bill been in place back then, it may have impacted her particular situation. I’m very proud of the way she has dealt with this in front of my family and how they’ve stepped up to the plate to deal with it,” Donovan said. “Our situation is what it is, but I can’t tell you how pleased I am to have played a small part in helping this bill move forward.” 

Novak also said Vos is a “tough negotiator,” but that he “really felt what we were saying,” and that other GOP lawmakers also had some concerns.

The reversal comes as Assembly lawmakers are racing to finish their work. August said the Assembly GOP leaders plan to be finished this week. The Assembly has scheduled a floor session for Thursday. 

The lawmakers said they want the bills to go to Gov. Tony Evers by Monday, adding that Evers has committed to signing them without any line-item vetoes as long as they are unchanged.

“They’ll be clean,” Novak said.

WASHINGTON — Republicans, Democrats and the White House are methodically, calmly inching toward a common goal: agreeing on a thick package of laws that would do something quickly about slowing housing costs and boosting supply.

There’s no talk of gridlock here. No partisan sniping. Just an under the radar effort to show constituents in an election year that their lawmakers realize there’s a big problem when it comes to buying homes.

That’s why the House earlier this month passed its version of housing reform with only nine dissenting votes. The Senate committee writing similar legislation approved it unanimously last year.

While there are still some obstacles ahead before anything reaches President Donald Trump’s desk, what’s happening is almost a throwback to the days when getting 80% of one’s plan was a big victory, a policy prize to tout back home as midterm elections near.

“There is no silver bullet for fixing this problem,” said Rep. Mike Flood, R-Neb., chairman of the Housing and Insurance Subcommittee. 

But, he added, “I think that this bill, this legislation, includes a range of meaningful housing reforms that will add to housing supply and ultimately decrease housing costs.”

Housing shortage 

The House and Senate bills have a common purpose, said Emma Waters, senior policy analyst at Washington’s Bipartisan Policy Center. “Both bills really are pushing to make it easier to build more affordable homes,” she said. 

Rep. Emanuel Cleaver, D-Mo., a member of the House Financial Services Committee, explained the House bill this way: “It ensures that every dollar we do spend goes further.”

An analysis by the Zillow Group, a real estate company that researches home prices and trends, last summer found that in 2023, about 1.4 million new homes were added to the housing stock, but there were 1.8 million newly formed families.

As a result, the housing shortage was up to 4.7 million units. Other estimates put it as high as 7 million.

The typical home price in January in the United States was $359,078, up 0.2% from a year earlier, Zillow found. Prices depend on a wide variety of factors, including labor costs, cost of materials, interest rates, supply and demand and more.

What government can do

The congressional legislation tries to help ease supply and stabilize prices as much as the government can at this point. 

The House and Senate bills share several similar provisions. The  Bipartisan Policy Center, a Washington-based research organization, estimated that the House bill includes pieces of at least 43 different House or Senate bills, 27 of which have had bipartisan support.

Under the House plan, the federal Department of Housing and Urban Development would update the department’s construction standards for manufactured housing. The Senate bill has similar provisions.

Rep. John Rose, R-Tenn., a housing subcommittee member, explained the problem: “Municipalities across the country have restricted or outright banned homes built on permanent steel chassis. The result has been less construction, higher costs, and fewer opportunities for working families to own where they live.”

The House bill would provide money for “pattern books” for such housing that would feature pre-approved plans that could speed up the approval process.

The legislation would also provide “a lot of provisions to make it easier for state and local governments to reduce regulatory barriers,” said Waters.

The bills would allow money from Community Development Block Grants, which help fund neighborhood projects, to better support housing production.

The Senate bill would reward CDBG recipients that have, unrelated to their other CDBG projects, increased their housing production in the previous year. 

As a reward for building more housing in the previous year, those jurisdictions would receive additional CDBG funding, but there are still restrictions on how those funds can be used. 

The House bill, though, would change the restriction so that CDBG money could be used for housing construction.

Help for consumers

Housing experts believe a reason landlords balk is they’re reluctant to endure the government’s inspection process; the bills would streamline that process. Landlords would get incentives to accept tenants with rent vouchers.

The HOME Investment Partnerships Program, which aids state and local efforts to provide housing for lower income families, would also get a makeover of sorts in the bills. 

For instance, the House bill says environmental impact statements would no longer be needed for many projects, and it would be easier to tap money from the HOME budget.

Also likely to help consumers: making it easier for banks, usually community institutions that focus on local needs, to invest in more affordable housing. The House bill would raise the public investment welfare cap, allowing more such investments.

Rep. French Hill, R-Ark., was enthusiastic about this provision. “Our bill helps banks access stable deposit funding, streamlines the exam process that’s tailored particularly for our vital community banks, and helps promote more community banks to do what they do best, lend locally and support their communities,” said Hill, chairman of the Financial Services Committee, in a statement.

What’s ahead 

The banking provision is one of the few major areas where the Senate and House disagree. There’s concern among some Democrats that the House bill lifts too many bank regulatory barriers.

“We have a bipartisan bill with unanimous support in the Senate that will help build more housing and lower costs for the American people. I’m glad to see the House move forward on housing proposals,” said Sen. Elizabeth Warren, D-Mass., top Democrat on the Senate Banking Committee.

But, she said, “House Republicans should not hold housing relief hostage to push forward several bank deregulatory bills that will make our community banks more fragile while harming consumers, small businesses, and economic growth.”

Also having potential to stymie negotiations is the White House’s eagerness to ban institutional investors from buying single family homes. There’s not much congressional support for that idea.

Trump last month issued an executive order telling “key agencies to issue guidance preventing relevant Federal programs from approving, insuring, guaranteeing, securitizing, or facilitating sales of single-family homes to institutional investors.”

Staying upbeat

There’s still a sense in the Capitol that Republicans and Democrats will come together on a major housing bill, particularly since Congress and the White House agree on most key provisions and leading interest groups are helping push legislation forward.

The National Association of Realtors has been enthusiastic about the House and Senate bills. 

 “By addressing barriers at every level of government, the legislation will make it faster and cheaper to build new homes,” the organization said after the House passed the housing reform  bill. The Realtors had similar praise for the Senate version.

The Affordable Housing Tax Credit Coalition also liked the House bill, as CEO Emily Cadik called it “a set of common sense, bipartisan housing proposals that would increase the supply of affordable housing.”

Most in Washington who follow housing policy closely are upbeat about the legislation’s prospects.

“It’s all pretty positive stuff,” said Waters.

Wisconsin Watch partners with Gigafact to produce fact briefs — bite-sized fact checks of trending claims. Read our methodology to learn how we check claims.

Yes.

Thirty-four states, including Wisconsin, allow for the marriage of a child under age 18, and 16 states have bans, according to counts by groups seeking to ban the practice.

The 16 include Minnesota and Michigan. 

The first bans were adopted in 2018.

Wisconsin allows a person who is at least 16 but under 18 to obtain a marriage license with permission of a parent or guardian.

A bill pending in the Legislature would eliminate that exception and require all people be 18 to marry. Co-sponsors have been added to the bill as recently as Feb. 9, but no hearings are scheduled.

Democrats sponsoring the bill say they want to stop men from marrying girls. 
No groups have registered to lobby for or against the bill.

This fact brief is responsive to conversations such as this one.

Sources

• Equality Now: Child marriage in the United States
• Unchained At Last: United States’ Child Marriage Problem
• Freedom United: U.S. child marriage laws: individual state legislation
• UNICEF USA: Help End Child Marriage
• Wisconsin State Legislature: 2025 Assembly Bill 656
• Wisconsin State Legislature: 2025 Assembly Bill 656 History
• Wisconsin Ethics Commission: Assembly Bill 656

Is child marriage legal in most states? 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.

Community groups are joining statewide efforts to boost the quality of life for Wisconsin’s growing population of seniors, as projections show the number of people aged 65 and older could top 1.5 million by 2040.

The post Local efforts promote aging-friendly communities and social connection appeared first on WPR.

President Donald Trump signs a government funding bill in the Oval Office of the White House on Feb. 3, 2026. (Photo by Alex Wong/Getty Images)

WASHINGTON — The partial government shutdown that began this weekend ended Tuesday when President Donald Trump signed the funding package that both chambers of Congress approved within the last week. 

“We’ve succeeded in passing a fiscally reasonable package that actually cuts wasteful federal spending while supporting critical programs for the safety, security and prosperity for the American people,” Trump said in the Oval Office.

The House voted 217-214 earlier in the day to clear the package for Trump following a tumultuous couple of weeks on Capitol Hill after it had stalled in the Senate. Democrats demanded additional restraints on immigration enforcement in reaction to the shooting death of a second U.S. citizen in Minneapolis. 

Trump and Senate Minority Leader Chuck Schumer, D-N.Y., reached agreement last week to pull the full-year appropriations bill for the Department of Homeland Security and replace it with a two-week stopgap measure.

That is supposed to give leaders in Congress and the administration a bit of time to find consensus on changes to how immigration officers operate.

Trump did not say if he agreed with any of the proposed changes to immigration enforcement floated by Democrats. 

“I haven’t even thought about it,” Trump said. 

Speaker Mike Johnson, R-La., said during a morning press conference he wants negotiations to address local and state governments that don’t cooperate with federal immigration enforcement activities, often called sanctuary cities. 

“What must be a part of that discussion is the participation of blue cities in federal immigration enforcement,” he said. “You can’t go to a sanctuary city and pretend like the law doesn’t apply there. It does and so we are going to be working through all that.” 

Administrative warrants debate

Johnson said GOP lawmakers would not agree to require federal immigration agents to secure judicial warrants in order to detain people, one of several proposals Democrats have put forward.

“We are never going to go along with adding an entirely new layer of judicial warrants because it is unimplementable,” he said. “It cannot be done and it should not be done and it’s not necessary.” 

Johnson, a constitutional lawyer, said those administrative warrants are “sufficient legal authority to go and apprehend someone.”

When pressed if that type of warrant is enough to enter someone’s home without violating the Fourth Amendment, Johnson said that a “controversy has erupted” over what immigration agents should do when someone they’re trying to detain enters a private residence. 

“What is Immigration and Customs Enforcement supposed to do at that point? ‘Oh gee whiz, they locked the door. I guess we’ll just go on.’ So there is some logic and reason that is to be applied here,” Johnson said. “Some have complained that the force has been excessive or what have you. I don’t know. We’re going to figure that out. It’s part of the discussion over the next couple weeks.”

Johnson said GOP negotiators will also make sure Congress maintains “important parameters” on immigration law and enforcement.  

“We can’t go down the road of amnesty, you can’t in any way lighten the enforcement requirement of federal immigration law,” he said. “That’s what the American people demand and deserve.”

Senators ‘ready to work’

Senate Majority Leader John Thune said during an afternoon press conference that Alabama Sen. Katie Britt, chairwoman of the Homeland Security Appropriations Subcommittee, would lead negotiations for Republicans in that chamber. 

“Katie Britt will lead that on our side, but ultimately, that’s going to be a conversation between the President of the United States and (Senate) Democrats,” Thune, a South Dakota Republican, said. 

During an afternoon press conference, Schumer said that “Thune has to be a part of these negotiations.” 

Schumer said that Democrats are going to detail their proposals to Republicans in the House, Senate and White House.

“If Leader Thune negotiates in good faith, we can get it done,” Schumer said of the Homeland Security funding bill. 

Sen. Patty Murray, D-Wash., who serves as ranking member on the Senate Committee on Appropriations, said Senate Democrats are “ready to work.”

“We have a proposal ready. We’re going to start moving no matter who they (pick) at the end of the day, and the White House needs to be involved,” Murray said.

Sen. Lisa Murkowski, R-Alaska, said there are “a whole bunch” of proposals.

“The House had to do what they had to do … which is great. And what we now have to do is figure out what’s this universe of reforms that we can come to consensus on,” said Murkowski, who issued a statement last week declaring her support for “meaningful reforms” for ICE.

‘Most basic duty’ of Congress

Connecticut Rep. Rosa DeLauro, the top Democrat on the Appropriations Committee, said during floor debate on the government spending package that clearing the legislation was the best way to move into negotiations about immigration enforcement.

“We will be in the strongest possible position to fight for and win the drastic changes we all know are needed to protect our communities — judicial warrant requirements, no more detentions or deportations of United States citizens, an enforceable code of conduct, taking off the masks, putting the badges on, requiring the body cameras, real accountability for the egregious abuses we have seen,” she said.

House Appropriations Committee Chairman Tom Cole, R-Okla., said funding the government “is not an optional exercise, it’s the most basic duty we have in Congress.”

“Shutdowns are never the answer, they don’t work,” he said. “They only hurt the American people. So today lawmakers in this chamber have an opportunity to avoid repeating past mistakes.”

In addition to providing two more weeks of funding for the Department of Homeland Security, the $1.2 trillion spending package holds full-year appropriations bills for the departments of Defense, Education, Health and Human Services, Housing and Urban Development, Labor, State, Transportation and Treasury. The Senate voted 71-29 on Friday evening to send the package to the House.

Congress had already approved half of the dozen annual appropriations bills for the fiscal year that began back on Oct. 1. 

As Wisconsin’s population ages, universities like UW-Green Bay are looking to offer more learning opportunities for older adults — even if they’re not working toward a degree.

The post As Wisconsin’s population ages, UW-Green Bay offers hundreds of courses for older adults appeared first on WPR.

The annual school bus inspection training that goes above and beyond state and federal Department of Transportation requirements brings back OEM training and looks to add post-crash inspection criteria in addition to hands-on detection of defects.

Developed by school bus maintenance and inspection expert Marshall Casey for the South Carolina Department of Education, the in-depth training at STN EXPO East starts with classroom instruction on Friday, March 27. The eight-hour training will also include a written exam on the National School Bus Training manual.

On Saturday, participants attend a morning maintenance software session sponsored by Transfinder. They will then be transported to a local school district in Charlotte, North Carolina for the hands-on training which includes an overview of high-voltage school bus electrification followed by instruction on finding real defects on real school buses. Class attendees will learn how to avoid costly repairs with early detection, which also leads to less vehicle downtime and a more efficient school bus maintenance schedule in the garage.

This year, inspection training participants will also participate in a competition. They will be split into three groups to identify defects hidden on three school buses. The fastest group with the most identified defects wins prizes provided by the South Carolina Department of Education. 

Afterward, representatives of Blue Bird, IC Bus, RIDE and Thomas Built Buses will provide one-hour overview training on aspects of inspecting various components on their school buses. Topics include inspection of a propane-autogas system, inspection of a wheelchair lift, an introduction to CEEA+architecture covering system layout, XMC inputs and outputs, CAN communication, power and ground distribution and more. 

Meanwhile, the inspection training is designed based on best practices from the South Carolina Department of Education, which operates the only state-owned and operated fleet in the country. The department’s maintenance team, which serves as the hands-on inspection and classroom instructors at STN EXPO East, was recognized as one of the nation’s top 10 Garage Stars last August by School Transportation News. Participants of the training will be learning directly from some of these recognized student transportation professionals.

School bus inspection training class size is limited to 50 participants to ensure the instructors will be able to provide a thorough training experience for everyone registered. Separate registration and fee are required to attend.

Save $100 on conference registration by registering before Feb. 14. Find the full conference agenda, list of unique trainings and experiences, exhibitor lists, and hotel information at stnexpo.com/east.

Related: Industry Veteran to Address Student Transportation Funding Uncertainty at STN EXPO East
Related: STN EXPO East Agenda Addresses Industry Challenges, Outlines Innovative Solutions
Related: WATCH: STN EXPO East Keynote Speaker to Outline Strategies for Creating Impactful Culture

The post UPDATED: National School Bus Inspection Training Returns to STN EXPO East appeared first on School Transportation News.

As we headed into 2026, many school transportation operations nationwide continue to battle persistent staffing shortages of bus drivers, aides and mechanics, disrupting routes and student rides. Some school transportation teams are getting the work done. Others are experiencing tightening budgets, leading to route reductions, cancellations and school closures. States like Maine, Missouri and Vermont experienced particularly acute shortages, contributing to route cancellations and heightened chronic absenteeism.

At the recent TSD Conference in Frisco, Texas, attendees told me they have seen improvements in hiring staff but underscored the need for robust retention strategies centered on competitive pay, positive culture, teamwork and professional development, including attending industry events.

The national school bus driver shortage showed improvement in 2025, with employment rising by about 2,300 jobs, or 1.1 percent from the previous year, according to recent data from the Economic Policy Institute (EPI). The increase appears to be driven by rising wages that have seen the median hourly wage grow by an inflation-adjusted 4.2 percent over the past year, the best since the pandemic. The median hourly wage for school bus drivers nationwide reached $22.45 in August.

However, the sector still had 21,200 fewer drivers—a 9.5 percent decline compared with August 2019. Private school bus contractors saw the sharpest drops, while public sector hiring edged up. The EPI data noted that the end of pandemic relief funds and the attacks on public education by the current presidential administration threaten to reverse this progress.

According to the 2025 State of School Transportation Report by the Associated Press and NORC Center for Public Affairs Research, in partnership with HopSkipDrive, 81 percent of respondents said school bus driver shortages are a problem in their school district, including 46 percent calling it a major problem. Additionally, 26 percent of respondents reported their school district has addressed these shortages by cutting or shortening bus routes, and 73 percent reported transportation budget shortages have affected their transportation operations.

Competitive compensation remains the cornerstone of retention. Pasco County Schools in Florida introduced monetary bonuses, including $250 for covering challenging routes, alongside recruitment fairs. Try recognition programs, such as the “Driver of the Month” award or periodic retention bonuses, to show appreciation. Consider longevity bonuses, perfect attendance awards and health insurance to compete with higher-paying competitors. Building a supportive workplace culture boosts morale and loyalty.

Districts like Klein ISD in Texas, a previous Top Transportation Teams winner at STN EXPO West, proactively makes staff feel valued through supportive environments and competitive pay. These have helped avoid shortages altogether. John Fergerson, the transportation director, conducts regular feedback sessions to address concerns promptly. He fosters a positive culture and turns employees into recruiters, as engaged staff recommend the job to others.

Teamwork enhances retention by creating a sense of belonging. Cross- training aides or involving mechanics in facility planning builds collaboration. Team events and inclusive initiatives reinforce that akk staff are vital to student success. Districts adopting flexible scheduling or job-sharing options accommodate personal needs, particularly for part-time workers.

Investing in training demonstrates a commitment to growth. Professional development in defensive driving, student behavior management and emerging technologies equips staff for long-term careers. Conferences play a key role as well. Consider STN EXPO West, held July 9-15, 2026, in Reno, Nevada. It will feature specialized training, leadership sessions, technology demonstrations and networking. STN EXPO East occurring March 26-31, 2026, near Charlotte, North Carolina, offers similar opportunities.

The TSD Conference held Nov. 4-10, 2026, in Frisco, Texas, offers training on securement, compliance, evacuations and more. Registering your staff to attend signals an investment in improving their skills that also affects their retention.

Successful districts combine these approaches. Some use routing software for efficiency, easing workloads. Others offer career pathways, like certifications for advancement. Teri Mapengo, transportation director from Prosper ISD in Texas, noted that aggressive recruiting paired with supportive cultures and pay helped operations build stable teams. The district was also awarded a Top Transportation Teams Award last summer.

In 2026, retaining school transportation staff requires intentional, multifaceted efforts. Prioritize strong pay, culture, teamwork and training to stabilize operations, ensure reliable service, and support educational equity.

Editor’s Note: As reprinted from the January 2026 issue of School Transportation News.

Related: Florida District Introduces Innovative Safety Training for School Bus Drivers
Related: Tech-Forward Approach to Staffing
Related: (STN Podcast E230) Ingredients for Success: Driver Retention & N.Y. District Teambuilding
Related: (STN Podcast E275) Teamwork & Innovation: Alabama Top Transportation Team & Exclusive Zonar Interview

The post Innovative Staffing & Retention appeared first on School Transportation News.

Facing an ongoing shortage of school bus drivers, Pasco County Schools in Florida is launching a new incentive program aimed at keeping routes covered and getting students to school on time, reported Bay News.

According to the news report, district officials say 49 of the county’s 297 school bus routes currently lack permanent drivers, resulting in some students arriving late to class. To help solve the issue, the district has approved quarterly bonuses designed to boost recruitment and retain current staff.

Beginning this quarter, drivers with strong attendance will receive a $500 bonus. Those who volunteer for designated high-need routes, often in more remote areas, will earn an additional $250 per quarter.

“Our goal is to ensure that every student gets to school on time so that learning can occur,” said Superintendent John Legg.

For veteran driver Lynn Zion-Weick, who came out of retirement four years ago after seeing an ad for the job, said the work is both meaningful and manageable.

“I’m pretty good with kids and I decided to give it a shot,” she said, adding that today’s buses drive “just like a nice car,” helping ease concerns from new recruits.

While she admits learning the engine components was the toughest part of training, she said the role has only grown more rewarding, especially since she now drives children whose grandparents she once attended school with.

With the driver shortage still pressing, the district is ramping up its hiring efforts. Pasco County Schools will host a school bus driver recruitment event on Dec. 11 and is hopeful  the new bonuses will bring more applicants behind the wheel.

Related: New Incentives in Place to Keep Illinois School Bus Drivers Working During Holidays
Related: Dauphin County School District Considers Paying Parents Amid Bus Driver Shortage
Related: Turning School Bus Driver Shortages Into Opportunities
Related: Arizona School District Increases Bus Driver Pay to Help with Shortage

The post Pasco County Schools Rolls Out New Cash Incentives to Tackle School Bus Driver Shortage appeared first on School Transportation News.

Advancements in battery innovation are transforming both mobility and energy systems alike, according to Kurt Kelty, vice president of battery, propulsion, and sustainability at General Motors (GM). At the MIT Energy Initiative (MITEI) Fall Colloquium, Kelty explored how GM is bringing next-generation battery technologies from lab to commercialization, driving American battery innovation forward. The colloquium is part of the ongoing MITEI Presents: Advancing the Energy Transition speaker series.

At GM, Kelty’s team is primarily focused on three things: first, improving affordability to get more electric vehicles (EVs) on the road. “How do you drive down the cost?” Kelty asked the audience. “It's the batteries. The batteries make up about 30 percent of the cost of the vehicle.” Second, his team strives to improve battery performance, including charging speed and energy density. Third, they are working on localizing the supply chain. “We've got to build up our resilience and our independence here in North America, so we're not relying on materials coming from China,” Kelty explained.

To aid their efforts, resources are being poured into the virtualization space, significantly cutting down on time dedicated to research and development. Now, Kelty’s team can do modeling up front using artificial intelligence, reducing what previously would have taken months to a couple of days.

“If you want to modify … the nickel content ever so slightly, we can very quickly model: ‘OK, how’s that going to affect the energy density? The safety? How’s that going to affect the charge capability?’” said Kelty. “We can look at that at the cell level, then the pack level, then the vehicle level.”

Kelty revealed that they have found a solution that addresses affordability, accessibility, and commercialization: lithium manganese-rich (LMR) batteries. Previously, the industry looked to reduce costs by lowering the amount of cobalt in batteries by adding greater amounts of nickel. These high-nickel batteries are in most cars on the road in the United States due to their high range. LMR batteries, though, take things a step further by reducing the amount of nickel and adding more manganese, which drives the cost of batteries down even further while maintaining range.

Lithium-iron-phosphate (LFP) batteries are the chemistry of choice in China, known for low cost, high cycle life, and high safety. With LMR batteries, the cost is comparable to LFP with a range that is closer to high-nickel. “That’s what’s really a breakthrough,” said Kelty.

LMR batteries are not new, but there have been challenges to adopting them, according to Kelty. “People knew about it, but they didn’t know how to commercialize it. They didn’t know how to make it work in an EV,” he explained. Now that GM has figured out commercialization, they will be the first to market these batteries in their EVs in 2028.

Kelty also expressed excitement over the use of vehicle-to-grid technologies in the future. Using a bidirectional charger with a two-way flow of energy, EVs could charge, but also send power from their batteries back to the electrical grid. This would allow customers to charge “their vehicles at night when the electricity prices are really low, and they can discharge it during the day when electricity rates are really high,” he said.

In addition to working in the transportation sector, GM is exploring ways to extend their battery expertise into applications in grid-scale energy storage. “It’s a big market right now, but it’s growing very quickly because of the data center growth,” said Kelty.

When looking to the future of battery manufacturing and EVs in the United States, Kelty remains optimistic: “we’ve got the technology here to make it happen. We’ve always had the innovation here. Now, we’re getting more and more of the manufacturing. We’re getting that all together. We’ve got just tremendous opportunity here that I’m hopeful we’re going to be able to take advantage of and really build a massive battery industry here.”

This speaker series highlights energy experts and leaders at the forefront of the scientific, technological, and policy solutions needed to transform our energy systems. Visit MITEI’s Events page for more information on this and additional events.

There is growing attention on the links between artificial intelligence and increased energy demands. But while the power-hungry data centers being built to support AI could potentially stress electricity grids, increase customer prices and service interruptions, and generally slow the transition to clean energy, the use of artificial intelligence can also help the energy transition.

For example, use of AI is reducing energy consumption and associated emissions in buildings, transportation, and industrial processes. In addition, AI is helping to optimize the design and siting of new wind and solar installations and energy storage facilities.

On electric power grids, using AI algorithms to control operations is helping to increase efficiency and reduce costs, integrate the growing share of renewables, and even predict when key equipment needs servicing to prevent failure and possible blackouts. AI can help grid planners schedule investments in generation, energy storage, and other infrastructure that will be needed in the future. AI is also helping researchers discover or design novel materials for nuclear reactors, batteries, and electrolyzers.

Researchers at MIT and elsewhere are actively investigating aspects of those and other opportunities for AI to support the clean energy transition. At its 2025 research conference, MITEI announced the Data Center Power Forum, a targeted research effort for MITEI member companies interested in addressing the challenges of data center power demand.

Controlling real-time operations

Customers generally rely on receiving a continuous supply of electricity, and grid operators get help from AI to make that happen — while optimizing the storage and distribution of energy from renewable sources at the same time.

But with more installation of solar and wind farms — both of which provide power in smaller amounts, and intermittently — and the growing threat of weather events and cyberattacks, ensuring reliability is getting more complicated. “That’s exactly where AI can come into the picture,” explains Anuradha Annaswamy, a senior research scientist in MIT’s Department of Mechanical Engineering and director of MIT’s Active-Adaptive Control Laboratory. “Essentially, you need to introduce a whole information infrastructure to supplement and complement the physical infrastructure.”

The electricity grid is a complex system that requires meticulous control on time scales ranging from decades all the way down to microseconds. The challenge can be traced to the basic laws of power physics: electricity supply must equal electricity demand at every instant, or generation can be interrupted. In past decades, grid operators generally assumed that generation was fixed — they could count on how much electricity each large power plant would produce — while demand varied over time in a fairly predictable way. As a result, operators could commission specific power plants to run as needed to meet demand the next day. If some outages occurred, specially designated units would start up as needed to make up the shortfall.

Today and in the future, that matching of supply and demand must still happen, even as the number of small, intermittent sources of generation grows and weather disturbances and other threats to the grid increase. AI algorithms provide a means of achieving the complex management of information needed to forecast within just a few hours which plants should run while also ensuring that the frequency, voltage, and other characteristics of the incoming power are as required for the grid to operate properly.

Moreover, AI can make possible new ways of increasing supply or decreasing demand at times when supplies on the grid run short. As Annaswamy points out, the battery in your electric vehicle (EV), as well as the one charged up by solar panels or wind turbines, can — when needed — serve as a source of extra power to be fed into the grid. And given real-time price signals, EV owners can choose to shift charging from a time when demand is peaking and prices are high to a time when demand and therefore prices are both lower. In addition, new smart thermostats can be set to allow the indoor temperature to drop or rise —  a range defined by the customer — when demand on the grid is peaking. And data centers themselves can be a source of demand flexibility: selected AI calculations could be delayed as needed to smooth out peaks in demand. Thus, AI can provide many opportunities to fine-tune both supply and demand as needed.

In addition, AI makes possible “predictive maintenance.” Any downtime is costly for the company and threatens shortages for the customers served. AI algorithms can collect key performance data during normal operation and, when readings veer off from that normal, the system can alert operators that something might be going wrong, giving them a chance to intervene. That capability prevents equipment failures, reduces the need for routine inspections, increases worker productivity, and extends the lifetime of key equipment.

Annaswamy stresses that “figuring out how to architect this new power grid with these AI components will require many different experts to come together.” She notes that electrical engineers, computer scientists, and energy economists “will have to rub shoulders with enlightened regulators and policymakers to make sure that this is not just an academic exercise, but will actually get implemented. All the different stakeholders have to learn from each other. And you need guarantees that nothing is going to fail. You can’t have blackouts.”

Using AI to help plan investments in infrastructure for the future

Grid companies constantly need to plan for expanding generation, transmission, storage, and more, and getting all the necessary infrastructure built and operating may take many years, in some cases more than a decade. So, they need to predict what infrastructure they’ll need to ensure reliability in the future. “It’s complicated because you have to forecast over a decade ahead of time what to build and where to build it,” says Deepjyoti Deka, a research scientist in MITEI.

One challenge with anticipating what will be needed is predicting how the future system will operate. “That’s becoming increasingly difficult,” says Deka, because more renewables are coming online and displacing traditional generators. In the past, operators could rely on “spinning reserves,” that is, generating capacity that’s not currently in use but could come online in a matter of minutes to meet any shortfall on the system. The presence of so many intermittent generators — wind and solar — means there’s now less stability and inertia built into the grid. Adding to the complication is that those intermittent generators can be built by various vendors, and grid planners may not have access to the physics-based equations that govern the operation of each piece of equipment at sufficiently fine time scales. “So, you probably don’t know exactly how it’s going to run,” says Deka.

And then there’s the weather. Determining the reliability of a proposed future energy system requires knowing what it’ll be up against in terms of weather. The future grid has to be reliable not only in everyday weather, but also during low-probability but high-risk events such as hurricanes, floods, and wildfires, all of which are becoming more and more frequent, notes Deka. AI can help by predicting such events and even tracking changes in weather patterns due to climate change.

Deka points out another, less-obvious benefit of the speed of AI analysis. Any infrastructure development plan must be reviewed and approved, often by several regulatory and other bodies. Traditionally, an applicant would develop a plan, analyze its impacts, and submit the plan to one set of reviewers. After making any requested changes and repeating the analysis, the applicant would resubmit a revised version to the reviewers to see if the new version was acceptable. AI tools can speed up the required analysis so the process moves along more quickly. Planners can even reduce the number of times a proposal is rejected by using large language models to search regulatory publications and summarize what’s important for a proposed infrastructure installation.

Harnessing AI to discover and exploit advanced materials needed for the energy transition

“Use of AI for materials development is booming right now,” says Ju Li, MIT’s Carl Richard Soderberg Professor of Power Engineering. He notes two main directions.

First, AI makes possible faster physics-based simulations at the atomic scale. The result is a better atomic-level understanding of how composition, processing, structure, and chemical reactivity relate to the performance of materials. That understanding provides design rules to help guide the development and discovery of novel materials for energy generation, storage, and conversion needed for a sustainable future energy system.

And second, AI can help guide experiments in real time as they take place in the lab. Li explains: “AI assists us in choosing the best experiment to do based on our previous experiments and — based on literature searches — makes hypotheses and suggests new experiments.”

He describes what happens in his own lab. Human scientists interact with a large language model, which then makes suggestions about what specific experiments to do next. The human researcher accepts or modifies the suggestion, and a robotic arm responds by setting up and performing the next step in the experimental sequence, synthesizing the material, testing the performance, and taking images of samples when appropriate. Based on a mix of literature knowledge, human intuition, and previous experimental results, AI thus coordinates active learning that balances the goals of reducing uncertainty with improving performance. And, as Li points out, “AI has read many more books and papers than any human can, and is thus naturally more interdisciplinary.”

The outcome, says Li, is both better design of experiments and speeding up the “work flow.” Traditionally, the process of developing new materials has required synthesizing the precursors, making the material, testing its performance and characterizing the structure, making adjustments, and repeating the same series of steps. AI guidance speeds up that process, “helping us to design critical, cheap experiments that can give us the maximum amount of information feedback,” says Li.

“Having this capability certainly will accelerate material discovery, and this may be the thing that can really help us in the clean energy transition,” he concludes. “AI [has the potential to] lubricate the material-discovery and optimization process, perhaps shortening it from decades, as in the past, to just a few years.” 

MITEI’s contributions

At MIT, researchers are working on various aspects of the opportunities described above. In projects supported by MITEI, teams are using AI to better model and predict disruptions in plasma flows inside fusion reactors — a necessity in achieving practical fusion power generation. Other MITEI-supported teams are using AI-powered tools to interpret regulations, climate data, and infrastructure maps in order to achieve faster, more adaptive electric grid planning. AI-guided development of advanced materials continues, with one MITEI project using AI to optimize solar cells and thermoelectric materials.

Other MITEI researchers are developing robots that can learn maintenance tasks based on human feedback, including physical intervention and verbal instructions. The goal is to reduce costs, improve safety, and accelerate the deployment of the renewable energy infrastructure. And MITEI-funded work continues on ways to reduce the energy demand of data centers, from designing more efficient computer chips and computing algorithms to rethinking the architectural design of the buildings, for example, to increase airflow so as to reduce the need for air conditioning.

In addition to providing leadership and funding for many research projects, MITEI acts as a convenor, bringing together interested parties to consider common problems and potential solutions. In May 2025, MITEI’s annual spring symposium — titled “AI and energy: Peril and promise” — brought together AI and energy experts from across academia, industry, government, and nonprofit organizations to explore AI as both a problem and a potential solution for the clean energy transition. At the close of the symposium, William H. Green, director of MITEI and Hoyt C. Hottel Professor in the MIT Department of Chemical Engineering, noted, “The challenge of meeting data center energy demand and of unlocking the potential benefits of AI to the energy transition is now a research priority for MITEI.”

Around 80 percent of global energy production today comes from the combustion of fossil fuels. Combustion, or the process of converting stored chemical energy into thermal energy through burning, is vital for a variety of common activities including electricity generation, transportation, and domestic uses like heating and cooking — but it also yields a host of environmental consequences, contributing to air pollution and greenhouse gas emissions.

Sili Deng, the Doherty Chair in Ocean Utilization and associate professor of mechanical engineering at MIT, is leading research to drive the transition from the heavy dependence on fossil fuels to renewable energy with storage.

“I was first introduced to flame synthesis in my junior year in college,” Deng says. “I realized you can actually burn things to make things, [and] that was really fascinating.”

Deng says she ultimately picked combustion as a focus of her work because she likes the intellectual challenge the concept offers. “In combustion you have chemistry, and you have fluid mechanics. Each subject is very rich in science. This also has very strong engineering implications and applications.”

Deng’s research group targets three areas: building up fundamental knowledge on combustion processes and emissions; developing alternative fuels and metal combustion to replace fossil fuels; and synthesizing flame-based materials for catalysis and energy storage, which can bring down the cost of manufacturing battery materials.

One focus of the team has been on low-cost, low-emission manufacturing of cathode materials for lithium-ion batteries. Lithium-ion batteries play an increasingly critical role in transportation electrification (e.g., batteries for electric vehicles) and grid energy storage for electricity that is generated from renewable energy sources like wind and solar. Deng’s team has developed a technology they call flame-assisted spray pyrolysis, or FASP, which can help reduce the high manufacturing costs associated with cathode materials.

FASP is based on flame synthesis, a technology that dates back nearly 3,000 years. In ancient China, this was the primary way black ink materials were made. “[People burned] vegetables or woods, such that afterwards they can collect the solidified smoke,” Deng explains. “For our battery applications, we can try to fit in the same formula, but of course with new tweaks.”

The team is also interested in developing alternative fuels, including looking at the use of metals like aluminum to power rockets. “We’re interested in utilizing aluminum as a fuel for civil applications,” Deng says, because aluminum is abundant in the earth, cheap, and it’s available globally. “What we are trying to do is to understand [aluminum combustion] and be able to tailor its ignition and propagation properties.”

Among other accolades, Deng is a 2025 recipient of the Hiroshi Tsuji Early Career Researcher Award from the Combustion Institute, an award that recognizes excellence in fundamental or applied combustion science research.

Reactive school bus maintenance could leave your district more vulnerable to breakdowns, higher costs and safety risks.

But with a data-driven approach, you can move past the hassles of the “break-fix” maintenance model and promote a healthier, higher-performing bus fleet. This guide will teach you how to:

Gain deeper, more actionable insights into school bus health with a fleet management solution.

Limit downtime, high repair costs and safety risks through data-driven maintenance schedules.

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Download this guide now for effective strategies to help improve your school bus fleet’s longevity, reliability and cost-efficiency through smarter maintenance.

Fill out the form below and then check your email for the white paper download link.

The post (Free White Paper) The Essential Guide to School Bus Maintenance: Maximizing Safety and Uptime appeared first on School Transportation News.

More federal and legal wrangling over school bus Wi-Fi and emissions regulations, plus bus manufacturing updates. Read the new October issue of School Transportation News magazine and watch our recent webinars.

“I’m thankful I had the job that I had, to do the work that I had, at the time that I did.” Jeremy Stowe, director of transportation for Buncombe County Schools in North Carolina, transports us into the story of when Hurricane Helene hit last September and how student transporters assisted with emergency response and recovery. The dedication of the district’s maintenance team is reflected in the Garage Star award it won this year. Stowe also discusses benefits of vendor partnerships in technology and alternative transportation.

Read more about operations.

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Message from School Bus Safety Co.

Message from Ride.

Images courtesy of Buncombe County Schools. 

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As school districts across the country continue to grapple with a nationwide shortage of school bus drivers, Burlington, Vermont, is stepping up its efforts to ensure students get to and from school safely and on time, reported NBC 5.

According to the news report, Burlington School District announced a series of new initiatives aimed at recruiting and retaining bus drivers, including paid CDL training, increased wages and expanded benefits. The district has lost three drivers over the past year and, like many others nationwide, has struggled to fill the vacancies.

“We know that one of the biggest barriers to becoming a bus driver is the cost of getting a commercial driver’s license (CDL),” said Michelle Meola, director of human resources for the district. “That process can cost anywhere from hundreds to thousands of dollars, and that’s a significant burden for many people.”

Starting wages have jumped from just under $18 an hour to $30 an hour, following recent union negotiations aimed at making the job more competitive in today’s labor market.

“In order to give a significant increase, we had to go through negotiations because we are under a union contract,” Meola explained . “But even before those talks began, we came to the table ready to invest in this position.”

Beyond better pay and training, the district is also reportedly working to make the role more sustainable by creating additional job opportunities for drivers within the school system. These could include roles in property services or other support functions, allowing drivers to become full-time employees and qualify for full-time benefits.

“We’re excited about this direction,” Meola told local news reporters. “It allows us to impact people’s lives by offering more stability, and it helps our district run more smoothly by keeping experienced, dedicated staff on board.”

Currently, the Burlington School District is looking to hire at least four new drivers. Officials are reportedly encouraging anyone interested to apply through the district’s website.

“This is more than just a job,” Meola added. “It’s an opportunity to be part of the community and make a real difference in the lives of students and families every day.”

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The post Vermont School District Boosts Pay, Offers Training to Attract Bus Drivers appeared first on School Transportation News.

Every maintenance professional has their own unique way of going about their craft, and every bus garage has its own feel. But when experts discuss approaches to parts purchasing and inventory management, certain best practices rise to the top.

For starters, fleet uniformity goes a long way toward achieving reduced downtime, mechanic familiarity with equipment, effective inventory management, and cost containment, explained a group of fleet directors and lead mechanics, some having earned the designation of School Transportation News Garage Stars in recent years.

“The last 15 years weve been buying Blue Birds,” said Chad Eaton, fleet manager with the Eagle County School District in Colorado. “It just simplifies everything: inventory, repairs, training. If you’ve seen an issue once on a Blue Bird, the next time it comes up, you know exactly what to do. It might take you 10 minutes instead of a half hour.”

Ryan Waters, head bus garage technician with the Lake Shore Central School District in Angola, New York and a 2024 Garage Star, agreed that “standardization” is a foundational best practice. “That helps us the most. If we run the same lights, the same tires on everything, we have to keep less parts in stock,” he explained.

Tim Dooley, bus mechanic supervisor at the North Kansas City School District in Missouri, added his district runs all Thomas Built Buses. “It might not always be the cheapest [solution] up front, but standardizing the fleet saves us a lot in the long run, when it comes to stocking parts and training mechanics,” Dooley said. “Keeping one manufacturer simplifies inventory and service. We looked at other brands, but the potential savings didn’t outweigh the added complexity.”

Andrew DeBolt, fleet management coordinator with Californa’s San Jose Unified School District, purchases original equipment manufacturer parts for consistency with service manuals and wear indicators. “Using OEM parts means the wear indicators match the service procedures,” he said. “It keeps everything consistent.”

San Jose also operates with an all-Thomas Built Buses fleet, necessitating fewer parts to stock, a simpler diagnostics process, easier training for mechanics and better pattern-failure predictability.

DeBolt, a 2020 Garage Star, said he operates a hybrid inventory management system that consists of stocking high-use items like tires, mirrors and other common parts while relying on local vendors for just-in-time delivery of infrequent items. He noted the system is streamlined yet responsive to the department’s needs.

“When I started, we had parts for buses we hadn’t owned in 15 years. Now we keep it tight. If we only use it once or twice a year, we don’t stock it,” he said. Proactive maintenance is another must-do, according to the garage experts. “We try to be proactive. If we see it’s close now, let’s just do it,” DeBolt commented. “Don’t wait until it becomes a bigger issue.”

Dooley said an important aspect of maintenance North Kansas manages is inspecting the brakes every time a bus is in the shop. “I keep a spreadsheet to monitor wear, and once a set drops to 30 percent, we schedule the replacement,” he said. “If the bus is already in the shop, we take care of it right then. No sense pulling it twice.” DeBolt applied that strategy to brakes and tires, acknowledging “there is a tradeoff.

“If you’re purely focused on trying to get every last penny out of that tire, you would run it down till it was at its minimum spec and then swap it out at that point, but you run the risk of a collateral issue (such as) a tire coming apart, taking out mud flaps and doing body damage,” he said. “Even if they have 8/32ths of tread left, we say, ‘They’re 10 years old and they’re coming off the bus.’ We sacrifice a little bit of service life on a brake pad or a tire, but we’re saving two weeks of shop time by the time we cut the mangled metal back, weld it and get it undercoated.

San Jose Unified, which buys tires through California’s state school bus tire program to secure better pricing, opts for recaps on rear axles to stretch tire life and save dollars. But DeBolt noted the COVID-19 pandemic, which kept students at home and buses off the road for an extended period, skewed maintenance cycles and caused some tires to age out before wearing out.

“We save 50 percent with recaps, but only if the tire’s being consumed in three or four years. Now we’re seeing 10-year-old tires,” he said. “All these tires that we had been using for recap on the rear axle, now they’re so old they’re failing. It kind of caught up to us.”

Waters’ department in Lake Shore, which maintains 57 buses and another 20 to 30 district vehicles, does use retread tires but does not keep casings longer than five years. When buying new tires, he opts for higher-end Goodyear options that he said improve longevity and cost effectiveness. “Even if you’re buying a tire that’s twice as expensive, if it lasts twice as long it’s less maintenance work for us to do, so it’s worth it in the long run,” he noted.

Waters said he initially tried multiple vendors before settling on one that consistently meets the district’s expectations. A requirement to secure at least three bids and the practice of conducting ongoing price checks with competitors maintains accountability. Decision-making is based on best value and service, not just price. “Sometimes paying a little bit more for a part will get us the better service. Value really does figure into it. It’s just not low bid,” he said.

While the COVID pandemic didn’t significantly disrupt tire deliveries, it did cause major price hikes. Those sharp price increases have largely remained in place. While a simmering global trade war has threatened to increase prices on bus parts from other countries, DeBolt said the uncertainty hasn’t influenced his approach to tire purchases, prioritizing U.S. manufactured brands.

“In the past, we’ve used other brands and had varying levels of success, but we’ve had the best success with Bridgestones, specifically the Bridgestones made in the U.S. And then Goodyears. Their stuff is all made in the U.S., too. The rubber quality is better. The build quality is better.” Does a commitment to purchase quality parts at a higher price fall into the best-practices category? Absolutely,” DeBolt insisted.

Eaton, who has 26 years of experience with Eagle County under his belt, shared a similar philosophy. The district runs only Michelin XZE2s on its bus steer axles and Michelin XDN2s on drive axles. “We’ve been buying these same tires for as long as I’ve been here. The tires are expensive up front, but they last. We tend to age them out before we wear them out,” he said. “It’s about value, not price. We’ve been doing it this way for so long because it works.”

The North Kansas City district contracts its tire work to a company that’s a trusted partner. “They handle most of our tire changes unless it’s something urgent in the morning like a flat. Having that partnership in place really saves us time and keeps our fleet moving,” Dooley said. “We’ve used Goodyear, Continental, BF Goodrich, whatever is available. We don’t have a strong brand preference, but I do feel that Continental and Goodyear wear better than the Michelins that come standard.”

The school district does not run retreads on any of its buses. “Every tire that we put on is new,” he said. “That’s an investment in safety and reliability that pays off in the long run.”

Meanwhile, Eaton said he believes in investing in premium tires for long-term value and buying the same brand and types of tires. “We only need to stock the two kinds of tires steer and drive which really helps us manage inventory efficiently,” he added. Of course, even the top pros have their own approaches to their craft.

When it comes to purchasing, Dooley said he doesn’t spend a lot of time shopping for different prices. “I’d rather work with vendors I trust, who can get me what I need quickly and keep our fleet on the road,” he said. “Midwest Bus Sales knows our fleet, and they’ve talked about going back to a consignment setup, where they stock the shelves and bill us as we use parts. For a district with two garages like ours, that kind of support would be a big help.”

All four districts have made the transition to LED lighting for reliability and reduced maintenance times. Eaton said all of the Eagle County district’s new bus orders come pre-equipped with LED lighting and First Light illuminated stop arm systems and front and back school bus signs.

“We’re even retrofitting our older buses with First Light’s stop arms and school bus signs,” he said. “We’ve had great experience with their products. They’re bright, reliable and add visibility.”

It’s also important to take unique local conditions intoconsideration when purchasing parts and managing inventory.

“Living up here in the mountains in Colorado, we’re required to have drive-line retarders…and we have the exhaust brakes through the Cummins engines we run, so we’re very fortunate that having those two secondary braking systems on our buses means we don’t go through a lot of brakes,” Eaton said.

On the other hand, Dooley noted that North Kansas City goes through brake shoes fast. “About 20 boxes every two weeks,” he estimated. “So, I buy drums and shoes by the pallet. It’s more efficient and more cost-effective to stay ahead of demand like that.”

DeBolt recommended developing and maintaining open, honest and ongoing relationships with the district fiscal department as a budgeting best practice. He avoids “crying wolf” so that his budget requests are trusted and taken seriously.

“When I go to them and ask for money, they know it’s legitimate. That trust makes a huge difference,” he suggested. “We don’t guess with variable costs like fuel. We agree on a number, but we all understand it may need to be adjusted later.”

When possible, Waters makes a point of purchasing from vendors that offer longer warranties and then keeping track of warranties on specific parts. “One company might have a three-year warranty, another one might have a five-year warranty,” he explained.

He said he prefers paperless inspections and maintenance, using a system that automatically generates work orders and alerts based on input. “We don’t have paper in our buses. We have tablets,” he said. “If drivers have an issue, they put it in the tablet. It sends me an email and creates a work order. I can go on there, look at the codes of everything.”

Eaton said investing in training, whenever possible and practical, is another value-added best practice. “We definitely try to get into any training that’s available to keep them up to snuff with standards. But any time you can stay on top of your game in ever-changing industry, that helps cut down on your downtime, too,” he said.

Best practices shouldn’t be shaped by how many or few vehicles a district operates, DeBolt noted. “We’re all driving the same equipment big or small fleet. The best practices don’t change that much,” he said.

Two keys to success above all, DeBolt insisted, are the ability to gather crucial information and roll with the punches. When it comes to the former, he said a search for better fuel economy led to the use of low rolling resistance tires and other cost savings. As to the latter, DeBolt underscored the value of honesty: “Our mantra is, we can deal with anything as long as we know what we’re dealing with.”

Editor’s Note: As reprinted from the August 2025 issue of School Transportation News.

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