As Wisconsin sees more extremes, experts highlighted potential approaches that communities may adopt to strengthen resilience to climate impacts.
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A more than half-century-old fundraiser for the UW-Stevens Point student-run radio station, the World’s Largest Trivia Contest is a longstanding family event for student Frank Ross. Now Ross writes the questions for this trivia marathon. Generations of his family play on.
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Ananth Seshadri, director and co-author of a report on health care costs, said increasing costs hurts Wisconsin's economic competitiveness because insurance is often tied to employment.
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As Wisconsin residents are still cleaning up damage from storms that rolled through the state this week, some people are now being told to evacuate their communities due to high water levels.
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Congress is looking to curtail investor-owned rental property in hopes of boosting family home ownership. But the idea could backfire, a Wisconsin housing expert says.
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The Republican senator joined WPR’s "Wisconsin Today" as Congress is back in Washington to tackle big issues.
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The Pabst Brewing Company can be held liable for injuries that an independent contractor suffered on the job, and may pay out damages, after a decision from the Wisconsin Supreme Court Wednesday.
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The Department of Public Instruction is being questioned by legislative Republicans about whether a $368,885 meeting in 2024 violated open meetings law.
The post Republican lawmakers say Wisconsin DPI violated open meetings law with Dells trip appeared first on WPR.
Defense attorneys are calling for sanctions against the Kenosha County district attorney over actions in an ongoing homicide trial. A judge called the DA's actions "extremely unacceptable."
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Milwaukee filmmakers worked to give audiences a sense of what Brewers’ radio broadcaster Bob Ueker was like away from the mic.
The post New documentary ‘Ueck’ found Bob Uecker most at home at the ballpark appeared first on WPR.
CONCORD, N.C. — Federal safety officials are urging stronger seatbelt usage by students and increased awareness of dangers around school buses following a series of high-profile crashes, including a recent fatal incident under investigation in Tennessee.
In providing the parting takeways at STN EXPO East conference last month, Meg Sweeney, lead investigator and project manager for the National Transportation Safety Board, outlined how ongoing investigations and previous crash reconstructions are shaping new safety recommendations aimed at protecting student passengers and pedestrians.
“Our mission is to investigate crashes, determine a probable cause and then write recommendations to prevent future similar crashes,” Sweeney told attendees during the final conference session March 31.
The NTSB recently launched a “go team” to Tennessee after a fatal school bus crash killed two middle school students, though Sweeney said details remained limited in the early stages of the investigation. The crash took the lives of two middle school girls and parents of the deceased have since filed a lawsuit against the district and the driver.
The agency is also examining a separate student dragging fatality, underscoring the risks students face not only inside the bus but also in Danger Zone, the area immediately surrounding the vehicle during loading and unloading.
Sweeney said the agency focuses on crashes with the greatest potential to improve safety outcomes. With only about 35 staff members in its highway division, the NTSB investigates roughly 15 to 20 crashes annually out of tens of thousands reported nationwide.
“With a staff of 35 people… we have to be really selective in the crashes that we investigate,” she said, noting that cases often involve recurring safety issues or high public interest.
A key focus of recent investigations has been occupant protection, particularly the effectiveness of lap/shoulder seatbelts compared to traditional lap-only restraints or compartmentalization.
“We know and recognize that there are several other types of crashes,” Sweeney said, explaining that while compartmentalization works well in frontal impacts, it is less effective in rollovers, side impacts and other complex crash scenarios.
In multiple investigations, including crashes in Texas and New Jersey, the agency found lap-only belts provide limited protection. “They can provide a benefit… if they’re worn properly,” Sweeney said, but passengers remain “very vulnerable to injury from the flailing upper body.”
In the Leander ISD Texas rollover crash, that Director of Transportation Tracie Franco also presented during the conference, only six of 42 observed students were wearing seatbelts, and most were wearing them incorrectly. Students who were restrained were less likely to be thrown from their seats or ejected, though injuries still occurred due to the severity of the crash.
Based on such findings, the NTSB has repeatedly called on states to require lap/shoulder belts on large school buses and to strengthen enforcement of proper usage through driver training, onboard monitoring and clearer district policies.
Beyond the bus interior, Sweeney emphasized that some of the most dangerous moments for students occur outside the vehicle.
One of the most dangerous areas for the student is the zone within about 10 feet of the bus, she said, particularly during pickup and drop-off times.
In a 2018 Indiana crash, a pickup truck traveling about 41 mph struck and killed four students crossing to board a stopped school bus despite warning lights and an extended stop-arm.
Other cases have highlighted the role of distracted driving. In Wisconsin, a teenage driver exchanging text messages struck a school bus and fatally hit a student moments later.
To address these risks, the NTSB has recommended stronger enforcement of stop-arm violations, expanded use of camera systems to catch illegal passing, and new vehicle technologies such as automatic emergency braking and pedestrian detection systems.
“We asked school districts to work with law enforcement to create educational campaigns and high-visibility enforcement,” Sweeney said.
Despite the risks and ongoing challenges, Sweeney stressed that school buses remain the safest form of student transportation in the U.S.
“We advocate and tell people school buses are the safest way to transport a student,” she said.
Still, industry leaders at the session warned that driver shortages, operational challenges and declining ridership could increase risks if more families rely on personal vehicles instead of buses.
The Tennessee crash investigation is expected to produce a preliminary report in the coming months, with a final report, including safety recommendations, likely more than a year away.
Written with assistance from AI.
Related: California School Bus Report Shows Lap/Shoulder Seatbelts Reduce Injuries
Related: NTSB Calls for Seatbelt Polices, Procedures Following Texas School Bus Crash
Related: School Bus Seatbelt Law Appears Imminent in Illinois
Related: (STN Podcast E251) Making Safety Safer: Seatbelts, Technology, Training & Electric School Buses
The post Seatbelt, Danger Zone Recommendations Highlight NTSB Discussion at STN EXPO East appeared first on School Transportation News.
In a market where electric SUVs are starting to blur into one another, standing out is no longer optional. The Rivian R2 is a pivotal model for the brand, bringing its EV technology into a smaller, more affordable package. If Rivian wants to grow into a true volume manufacturer and challenge legacy players, the R2 needs to land with buyers.
Its biggest hurdle is persuading shoppers to choose it over the Model Y, still America’s best-selling EV by a wide margin that even Tesla’s own Model 3 does not approach, let alone anything else. As these side-by-side photos of an R2 and a Model Y show, the pair have similar footprints but look absolutely nothing alike.
Read: Rivian R2 And Jeep Recon Solve The Same Problem, But Which One Solves It For You?
These photos, captured by Reddit user SciencesNotStudies at Rivian’s headquarters, show both vehicles charging next to each other. Whereas Tesla opted for a sleek profile in the Model Y, making it look like a bloated Model 3 rather than a traditional SUV, the Rivian R2 is very different. It’s boxier, stands taller, and is much more upright, looking just like the R1, albeit on a slightly smaller scale.
Interestingly, the Model Y is slightly longer than the R2, measuring 188.6 inches (4,790 mm) compared to the Rivian’s 185.9 inches (4,722 mm). The R2 is also slightly narrower at 75 inches (1,904 mm), versus 75.6 inches (1,920 mm) for the Tesla.
The biggest gap though appears in height, with the R2 at 115.6 inches (2,935 mm) and the Model Y at 113.8 inches (2,890 mm). The Rivian’s wheelbase is also 1.8 inches longer, at 115.6 inches (2,935 mm) compared to 113.8 inches (2,890 mm).
The ground clearance also differs dramatically between the pair. Like the R1, the R2 has been designed to be right at home off-roading, offering 9.6 inches (245 mm) of clearance compared to the Model Y’s 6.0 inches (152 mm).
What About Performance?
The first version of the R2 to be sold, the Performance Launch Edition, rocks a pair of electric motors delivering 656 hp and an 88.7 kWh battery pack, giving it slightly more power than the Model Y Performance with 618 hp and better range, 328 miles (528 km) compared to 306 miles (492 km). However, as the Tesla weighs less, it hits 60 mph (96 km/h) in 3.3 seconds compared to the R2’s 3.6 seconds.
Where The Numbers Stop Favoring Rivian
And then there’s pricing, which is not doing Rivian many favors on paper. The R2 Performance Launch Edition starts at $57,990, essentially mirroring the $57,490 Model Y Performance. However, step down to the mid-tier R2 Premium with 450 hp and all-wheel drive, and you’re still looking at $53,990, a noticeable jump over Tesla’s Model Y Premium AWD at $48,990.
Also: Rivian R2 Starts At $57,990, But Cheaper Versions Are Still Coming
Rivian has confirmed a base rear-wheel-drive R2 at $45,000, though that version will not arrive until 2027, which is a long wait. Tesla, meanwhile, already covers that ground with two RWD options, starting at $39,990 for the standard version and $44,990 for the Premium.
Although the R2 is Rivian’s answer to the Tesla Model Y, matching its sales volume will be a tall order. Like the R1, it appears to lean toward a more niche appeal and could end up competing more closely with models like the Jeep Recon.
Lead image Reddit / SciencesNotStudies
Volvo is deep into development of a redesigned XC40, and the plan is to have it on sale in the US next year. Details are still thin, but its arrival confirms something else. The current XC40 and its electric counterpart, the EX40, are sticking around a little longer, with production expected to run through late this year.
Launched in late 2017 as Volvo’s smallest SUV, the XC40 has aged reasonably well, though it’s starting to feel its years. Updates have been minimal, limited to a single light facelift. The next-generation version is expected to widen its appeal with a plug-in hybrid option, sitting alongside the existing mild-hybrid lineup.
Read: Volvo’s New 400-Mile SUV Has One Feature Tesla Owners Will Be Jealous Of
There is more riding on this update than just keeping things fresh. Dealers are counting on the new XC40 to help steady the brand’s footing in the US. Total sales collapsed 32 percent in the first quarter to 22,651 vehicles, while Volvo’s share of the luxury segment slid to 5.8 percent, its lowest point since 2019. The XC40 has been hit especially hard, with sales down 47 percent to just 3,403 units.
More Updates Are Needed
To help keep the XC40 somewhat fresh for 2026, Volvo updated it with a new infotainment system. But if it wants to recapture buyers, it’ll need to make much more significant upgrades to the next-generation model. Auto News reports that the new EX40 will make a major step forward by sharing its SPA3 platform with the electric EX60.
While a new XC40 is just around the corner, some dealers believe Volvo would be better off prioritizing other models, like the XC60 and XC90, as they’re more profitable. “XC40 is a great car, and we appreciate the updates,” one dealer said, before adding that “the US is a big car market.”
Volvo is already putting effort into its larger lineup. The XC60 received updates last year and is set to be built at the brand’s Ridgeville, South Carolina plant starting in late 2026. The XC90, meanwhile, got a second facelift in 2024, with a full redesign also in development. That said, it may not arrive until 2029, leaving the current model to carry the load a while longer.
Global car demand has proven uneven this year, with regional pressures shaping very different outcomes for major automakers. Like many other car manufacturers, the Volkswagen Group has had a difficult start to 2026. Company sales slipped 4 percent in the first quarter, and EVs fell even further, despite a generally positive outlook across Europe.
The world’s second-largest automaker ended the quarter having sold 2,048,900 vehicles, down 4 percent from the 2,133,600 it sold in Q1 2025. This drop was largely due to a 14.8 percent collapse in China, from 644,100 units to 548,700.
Read: A 96% Sales Collapse Is Why VW Just Killed US ID.4 Production
Similarly, sales were down 13.3 percent in North America from 237,200 units to 205,500. The drop was led by the United States, where sales fell 20.5 percent, blamed on the current tariff situation, “as well as changes in regulations.” Sales were also down 8 percent in Asia-Pacific to 70,200 and declined 5.3 percent in the Middle East and Africa to 92,800.
| Region | Q1-26 | Q1-25 | Diff. |
| Western Europe | 848,500 | 814,000 | +4.2% |
| Central and Eastern Europe | 135,300 | 125,800 | +7.6% |
| North America | 205,500 | 237,200 | -13.3% |
| South America | 147,900 | 138,200 | +7.0% |
| China | 548,700 | 644,100 | -14.8% |
| Rest of Asia-Pacific | 70,200 | 76,300 | -8.0% |
| Middle East/Africa | 92,800 | 98,000 | -5.3% |
| World | 2,048,900 | 2,133,600 | -4.0% |
Bucking the trend was a 4.2 percent increase in sales in Western Europe, rising from 814,000 to 848,500. Sales in Central and Eastern Europe also climbed 7.6 percent to 135,300, while sales in South America increased 7 percent to 147,900.
“The first quarter of 2026 was once again characterized by very challenging economic and geopolitical conditions. The worldwide automotive market declined overall through the end of March,” VW’s Marco Schubert said of the results.
Just three brands from the VW Group reported sales rises in the first quarter. The first was Skoda, whose sales rose 14 percent to 271,900, up from 238,600 in the first quarter of 2025. Additionally, Volkswagen Commercial Vehicles sales rose 10.1 percent to 88,900, while MAN truck sales climbed 14.5 percent to 23,600.
| Brand | Q1-26 | Q1-25 | Diff. |
| Brand Group Core | 1,554,400 | 1,600,300 | -2.9% |
| Volkswagen Passenger Cars | 1,048,300 | 1,134,200 | -7.6% |
| Škoda | 271,900 | 238,600 | +14.0% |
| SEAT/CUPRA | 145,300 | 146,700 | -1.0% |
| Volkswagen Commercial Vehicles | 88,900 | 80,800 | +10.1% |
| Brand Group Progressive | 364,900 | 388,800 | -6.1% |
| Audi | 360,100 | 383,400 | -6.1% |
| Bentley | 2,200 | 2,400 | -9.9% |
| Lamborghini | 2,600 | 3,000 | -11.7% |
| Brand Group Sport Luxury | 61,000 | 71,500 | -14.7% |
| Porsche | 61,000 | 71,500 | -14.7% |
| Brand Group Trucks / TRATON | 68,600 | 73,100 | -6.1% |
| Scania | 20,900 | 22,200 | -5.7% |
| MAN | 23,600 | 20,600 | +14.5% |
| International | 13,300 | 16,900 | -21.1% |
| Volkswagen Truck & Bus | 10,800 | 13,400 | -19.6% |
| Volkswagen Group (total) | 2,048,900 | 2,133,600 | -4.0% |
Hydrogen mobility might not be moving forward as quickly as expected in passenger cars, but it still has clear promise in the commercial space. The latest move comes from Isuzu and Toyota, which have teamed up to develop Japan’s first mass-produced light-duty fuel-cell electric truck, expected to reach the road within the next two years.
This won’t be a ground-up rethink. Instead, it rides on the familiar ladder-frame chassis of the Isuzu Elf EV. The electric Elf, known globally as the N-Series, arrived in 2023 with modular 20 kWh battery packs, scaling from 40 to 180 kWh depending on spec.
More: A Gullwing Door Hides The Coziest Room On Wheels
The real story sits under the skin. Toyota’s upcoming third-generation fuel-cell system takes center stage here, bringing a claimed 20% improvement in efficiency over the current setup. It is also expected to last longer and cope better with hard use, which matters when your daily routine involves stop-start urban logistics or hauling refrigerated goods across a city.
Why Hydrogen?
One of the primary drivers behind this FCEV project is the inherent limitation of battery-electric trucks in certain commercial roles. Light-duty trucks used for supermarket and convenience store deliveries often require heavy refrigeration equipment that drains battery power quickly. Furthermore, the long charging times associated with large battery packs can disrupt tight delivery schedules.
More: BMW iX5 Hydrogen Teased With 385 Miles Of Range
Hydrogen refueling, which takes roughly the same amount of time as diesel, offers a more seamless transition for fleet operators, while offering an extended driving range. At the same time, an FCEV truck produces much fewer vibrations and noise compared to a diesel-powered equivalent, while having zero CO2 emissions.
Reducing Costs Is The Key
The sticking point remains cost. Fuel-cell vehicles are still expensive, and hydrogen infrastructure is far from widespread. Isuzu and Toyota say the answer lies in smarter engineering, from optimizing the vehicle structure to rethinking manufacturing processes, alongside continued development of the fuel-cell system itself.
More: The Honda CR-V e:FCEV Is Living On Borrowed Time
Production of the light-duty fuel cell truck is scheduled to start in the Japanese fiscal year 2027, which ends on March 30, 2028.
This isn’t the first time the two companies have worked together on hydrogen. Isuzu and Toyota are already collaborating on the ERGA FCV, an urban flat-floor bus with hydrogen tanks integrated on its roof structure.
Volkswagen has revealed a heavily updated version of its electric compact hatchback, giving it a new identity and a much-needed hardware boost to carry it through until the electric ID. Golf arrives later this decade. The ID.3 Neo brings cleaner styling and a welcome return to physical controls, along with more power and range at the top end.
The compact EV, still absent from North America, was originally introduced in 2019 and received a mild facelift in 2023. While the ID.3 Neo is not a new generation, it represents a comprehensive update designed to keep it competitive against the growing competition from China.
More: VW’s ID. Lineup Looked Like The Future, Turns Out People Wanted The Past
Starting with the exterior, the biggest change is the adoption of a thicker full-width LED strip that connects the slightly tweaked headlights and is joined by black trim. The VW emblem is positioned slightly lower than before, while the bumper gains sharper intakes.
The rest of the bodywork is carried over, but the A-pillars, roof, rear spoiler, and tailgate gain a body-colored finish, replacing the previous glossy black treatment. According to the company, this makes the ID.3 Neo appear “longer, flatter, and more dynamic” than its predecessor.
Overall, the styling updates are not as extensive as one would expect, but they do bring the compact hatchback closer to the upcoming ID. Polo.
Overhauled Interior
Inside, Volkswagen has listened to critics and replaced its controversial touch-sensitive sliders and with traditional buttons. Those can be found on the new two-spoke steering wheel, and on the center console. The dashboard has been slightly redesigned with simpler lines and improved materials, while a wider center tunnel sits higher than before.
More: Finally, The 2027 VW Atlas Gets A Cabin You Won’t Have To Apologize For
Besides the clicky controls, the centerpiece is a new digital cockpit comprising a larger 10.25-inch instrument cluster and a 12.9-inch infotainment display. Those feature fresh graphics and simpler menus, following the example of the ID. Polo. The Innovision infotainment system comes with an integrated app store, offering options for video streaming, gaming, parking, and charging.
Premium features such as an augmented reality head-up display, a panoramic sunroof, front seats with massage and memory functions, and a Harman Kardon Audio system are available as options.
More: VW’s Considering A Flagship SUV For Buyers Who Can Afford A Porsche But Won’t Drive One
In terms of safety, the ID.3 Neo will be available with an enhanced Connected Travel Assist system featuring optional traffic light recognition, and the optional Park Assist Pro with a memory function. Those join various standard ADAS such as Lane Assist, Front Assist, and turning brake function.
Powertrain Options
The ID.3 Neo launches in Europe with three outputs and battery configurations, bringing improved efficiency. The Entry model delivers 168 hp (140 kW / 170 PS) from a 50 kWh battery. The Mid version nudges that to 188 hp (140 kW / 190 PS), paired with a 58 kWh pack.
At the top, the High model makes the case for sticking around a bit longer. It produces 228 hp (170 kW / 231 PS) and uses a 79 kWh battery, good for a claimed WLTP range of 391 miles (630 km). That is the number that matters here, and it does most of the heavy lifting.
Charging capacity has also been improved at 105 kW in the Entry and Mid versions, and up to 183 kW in the High. Furthermore, the EV gains Vehicle-to-Load (V2L) capability, allowing it to power external devices.
More: VW’s New Compact Sedan Costs Less Than Half What Americans Pay For A Jetta
For anyone still holding out for a bit of life, Volkswagen is said to be working on a quicker follow-up to the performance-focused ID.3 GTX. The smart money is on a GTI badge, which gives it some heritage to lean on, even if the driving experience has to do the rest of the talking.
Simplified Lineup
Pre-sales for the ID.3 Neo start in Germany and other European markets on April 16. While official pricing has yet to be announced, VW has simplified the trim structure reducing it to Trend, Life, and Style grades.
Audi’s China play is picking up pace, and the next move is already lined up. Audi’s partnership with SAIC in China will soon spawn its third model, following the E5 Sportback launched last year and the E7X, which will reach customers this quarter.
The German brand’s move to launch a dedicated offshoot, known as AUDI, without the four rings, was controversial but highlighted the ever-growing importance of the Chinese car market.
Read: The New AUDI E7X Looks Nothing Like The Audis You Know
Speaking with Reuters at a recent event in Beijing, the chief executive of the Audi and SAIC partnership, Fermin Soneira, confirmed that “the third car is already in the pipeline.” He described it as a sporty limousine aimed at the high-end market, though specifics remain firmly under wraps.
Audi’s Local EV Push
Interestingly, Audi has just unveiled a new high-end luxury sedan in China, albeit through its FAW joint venture. This new model, known as the A6L e-tron, will be built in Changchun and is an extended wheelbase of the A6 e-tron sold in other markets. It’s underpinned by the company’s familiar Premium Platform Electric (PPE) architecture and includes 800-volt technology.
While the tie-up with SAIC is expanding, it is experiencing some growing pains. When order books were first opened for the E5 Sportback, AUDI locked in around 10,000 orders for the EV. However, sales have started to decline, with roughly 6,500 sold since January, in part due to the withdrawal of some government subsidies. This decline has forced the brand to cut prices by up to €3,700 ($4,400).
The larger and more expensive AUDI E7X also faces an uphill battle. Positioned as a large, ultra-luxurious electric SUV, it’s in direct competition with rivals from Zeekr, Xiaomi, Li Auto, and others. Powering the base model is a rear-mounted electric motor with 402 hp, while the flagship version has two motors, all-wheel drive, and muscles out 671 hp.
An attorney for the Republican Party of Wisconsin told local officials ahead of a key vote last week that Madison should not count 23 absentee ballots from last week’s Supreme Court election that arrived at polling places after they had closed — a dispute that could set up a legal challenge.
The GOP weighed in hours before the Madison Board of Canvassers voted unanimously on Friday to count the affected ballots. On Monday, the Dane County Board of Canvassers followed suit, voting 2-1 to count the ballots.
Election officials make these judgment calls all the time, and, historically, courts have allowed them. Officials are routinely called upon to address whether a witness address is complete, whether a damaged ballot can still be counted, or the like. These issues are usually resolved locally and without controversy.
But disputes like this — over how to interpret the law and whether late-arriving ballots should count — are harder to contain. Experts say leaving those decisions to individual counties risks inconsistent outcomes across Wisconsin, especially in a high-stakes election season.
Rick Hasen, an election law professor at UCLA, said that kind of patchwork approach is a recipe for conflict.
“This is not tenable in the current political atmosphere,” Hasen said.
The kind of disagreement worrying Hasen was on full display at Monday’s meeting of the Dane County Board of Canvassers. Two canvassers said there was a clear answer about what to do with the ballots — but they arrived at different ones.
“I don’t think this is hard,” Dane County Clerk Scott McDonell said.
“I don’t either,” said canvasser Mike Willett, a former Dane County supervisor and a Republican appointee on the board.
McDonell voted to count the ballots, while Willett voted against it, saying the board had previously rejected late-arriving ballots and he didn’t want to create exceptions.
Erik Paulson, the other Democrat on the board, sided with McDonell to count the ballots.
Republican opposition was already taking shape before the vote.Emails obtained by Votebeat show that Nicholas Boerke, an outside attorney for the Wisconsin GOP, urged city and county officials on Friday not to count the ballots.
“We recognize this situation may have resulted from an unfortunate logistical failure. However, administrative error does not create statutory authority that otherwise does not exist,” he wrote.
“Voting absentee is a privilege granted by the Legislature that comes with inherent risks and the election day deadline for the receipt, processing, tabulation, and counting is mandatory,” he continued.
The canvass, Boerke told officials, was a “ministerial process, not a vehicle for processing absentee ballots” that weren’t received by the time dictated in law, “nor a mechanism to conduct an unauthorized recount.”
Amber McReynolds, an assistant attorney for Madison, responded that counting the ballots was in line with court decisions and past Wisconsin Elections Commission recommendations.
Boerke responded, telling officials the GOP maintains “that the statutory language is clear — absentee ballots that are not timely delivered to polling locations before 8 p.m. may not be counted.”
Boerke didn’t immediately respond to a request for comment about whether the GOP would sue Madison.
The ballots at issue arrived at the city clerk’s office on Monday, April 6. The absentee ballot courier carrying the ballots left a city facility at 6:30 p.m. on Tuesday, April 7, to deliver ballots to 17 polling places, but the courier did not make it to the last few polling places until after the 8 p.m. deadline.
Officials said these 23 ballots were correctly, legally cast and checked into the pollbooks just like any other absentee ballot — the only problem was that that happened after polls formally closed.
Madison Clerk Lydia McComas said it was a critical error to put just one person in charge of delivering ballots to so many polling places. Madison is the largest city in Wisconsin that still chooses to count absentee ballots at individual precincts rather than at a central location — a decision that requires ballots to be transported across the city on Election Day.
It remains unclear, however, why the ballots departed from the city’s facility so late in the day. Across the state, clerks design their Election Day logistics to ensure ballots are delivered by that cutoff. McComas said it was her and her staff’s understanding that the law required ballots to be delivered to polling places by 8 p.m.
There appears to be little appetite among clerks to formally extend that deadline.
“I do not plan to take advantage of whatever ruling comes here tonight,” McComas said ahead of the county vote, implying that she wouldn’t take advantage of the canvassing board’s leniency and plan for future late deliveries accordingly.
McDonell said rejecting the ballots would penalize voters for something outside their control. “And I think that’s very problematic,” he said.
The statute at issue in this situation says ballots must be returned so that they’re delivered to polling places “no later than 8 p.m. on election day.”
“If the municipal clerk receives an absentee ballot on election day,” the law continues, “the clerk shall secure the ballot and cause the ballot to be delivered to the polling place serving the elector’s residence before 8 p.m. Any ballot not mailed or delivered as provided in this subsection may not be counted.”
At the county-level meeting on Monday, county attorney David Gault, arguing that the ballots should be counted, took the position that the law does not apply here because the ballots were received before Election Day.
“The clear intent of everything in the statutes,” he said, is not to punish the voter for mistakes made by election officials.
“That’s certainly an interpretation,” said Willett, the conservative member of the county canvassing board. “When we start making these exceptions, these exceptions just grow.”
What’s clear to Bryna Godar — a staff attorney at the University of Wisconsin Law School’s State Democracy Research Initiative — is that the statute is “ambiguous about this type of situation.” She said one part of the law appears to govern voters returning ballots on time, while another addresses ballots received on Election Day — leaving situations like this unclear.
“Because there is no voter fault here from what we know so far, there would be good reason to still count those ballots,” she said, adding that rejecting them could raise constitutional concerns.
At the city meeting on Friday, McReynolds noted that courts ruled in the 1970s and 1980s that ballots should be counted as long as there’s “substantial compliance” with election laws and no evidence of “connivance, fraud, or undue influence.”
In 1985, however, the Legislature passed a law emphasizing that absentee voting is a privilege exercised outside the usual safeguards of the polling place and that ballots not meeting legal requirements “may not be counted.”
Boerke cited that law in his exchange with the city and county, as conservatives have done repeatedly in issues of absentee ballot missteps and controversies.
Still, the courts have continued to show flexibility. In a 2004 dispute, the Wisconsin Supreme Court held that “the failure on the part of the election officials to perform their duties should not deprive the voters of their constitutional right to vote.”
Lawyers often say that it’s more important for a law to be certain than for it to be right, said Hasen, the UCLA professor. Uncertainty — especially when there are good-faith arguments on either side — is one of the most dangerous situations in election law.
“That just creates all kinds of issues of equal protection and due process and election fairness,” he said. “So the more that these issues can be resolved one way or the other, not in the heat of a very close election, the better it is.”
If an election hinges on ballots like these, he said, a lawsuit is all but inevitable.
Alexander Shur is a reporter for Votebeat based in Wisconsin. Contact Shur at ashur@votebeat.org.
Votebeat is a nonprofit news organization reporting on voting access and election administration across the U.S. Sign up for Votebeat Wisconsin’s free newsletter here.
Wisconsin GOP advised officials not to count late-arriving ballots, raising possibility of legal challenge 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.
Data centers have made headlines and influenced the political debate across Wisconsin this year.
That’s why earlier this year we launched Data(Centers)Watch as a regular feature in Forward, our free Wisconsin government and politics newsletter that comes out on Mondays. Every week since mid-February, reporter Tom Kertscher has provided tidbits of data center news, including the latest from city council and county board meetings where land use decisions are being made amid public outcry, national industry news and recent polling about the issue.
To get these data center updates each Monday, please subscribe. Here’s a look at the updates that appeared in Forward since March.
From ballot box to court: The reportedly first data center referendum in the U.S. could make large-scale developments more difficult in Port Washington. Approved last Tuesday by voters in the Ozaukee County city, it was pushed by opponents of the $15 billion data center under construction there. The city now must get referendum approval to create any tax incremental finance district — a business development tool — worth over $10 million. The city created a $175 million TIF district for the data center. Attention now turns to the courts. A hearing is set for Thursday on a business-backed lawsuit seeking to block the referendum from taking effect.
Second poll: Costs outweigh benefits: Some 70% of registered Wisconsin voters believe the costs of data centers outweigh the benefits, according to a Wisconsin Conservation Voters poll taken in February and released last week. The same result was found in a February Marquette Law School poll.
Add-on data center approved: With a $1 billion data center under construction, Beaver Dam has approved a second, much smaller, $40 million data center.
Data center opponent elected: Menomonie City Council member Matthew Crowe, an opponent of a data center proposed for Menomonie, unseated incumbent Mayor Randy Knaack in Tuesday’s election. Crowe cited lack of transparency over the data center proposal as a key to his win. Menomonie is among several Wisconsin communities that signed nondisclosure agreements to hide details of the proposals.
ICYMI: We’ve been discussing our coverage of data center secrecy deals. Recent spots: WUWM radio’s “Lake Effect” show (segment starts at 11:15), Civic Media’s “Nite Lite” show (starts at 23:30) and the Ventures of the Land podcast. We reported that Wisconsin companies are part of a coalition asking a federal agency to pause competitive bidding for electrical transmission projects needed to serve data centers.
Cure for blight? The $8 billion data center proposed for Janesville is unique in that it would involve a $30 million cleanup of the contaminated General Motors plant, which shut down in 2008. The cleanup cost has led 200 potential developments of different types to walk away, the energy and environment-focused E&E News reports. Also noteworthy is this quote from the city manager about power: “One of the most glaring needs that has not yet been addressed is statewide legislation to clarify that data centers pay for 100% of their costs.”
Referendum on Tuesday’s ballot: A referendum that could make large-scale developments more difficult is on Tuesday’s election ballots in Port Washington. It was pushed by opponents of the $15 billion data center under construction there. If the referendum is approved, the city would have to get referendum approval to create any tax incremental finance district — a business development tool — worth over $10 million. The city created a $175 million TIF district for the data center.
Limiting public comment: The city council in Beaver Dam, where one hyperscale data center is under construction and a smaller one is proposed, limited the public comment at its meeting last week to 20 minutes. That irked some data center opponents because the period is usually open-ended, though each individual is asked to speak for two minutes. Mayor Bobbi Marck told Wisconsin Watch several items were likely to involve lengthy discussion and the comment limit was meant to use the council’s time effectively. All 10 speakers criticized data centers and the council, including Jackson Brook, 18, who said the council made data center decisions too quickly and without enough public input.
Legislative intent/inaction on NDAs: Commenting on the Legislature ending its 2025-26 session without approving any data center bills, Milwaukee data center attorney Rod Carter cited legislation that would have prohibited local governments from signing nondisclosure agreements with data center developers. “The legislative intent was clear: the era of secret data center deals in Wisconsin should be over,” he wrote. “Whether that intent becomes law remains an open question.”
Town chair calls cops on petitioner: In Grant County, which is one location being considered for a $1 billion data center, Waterloo town chair Chad Brinkman called the sheriff’s office March 21 asking that resident Richard Stelpflug be removed from public property. Stelpflug was collecting signatures on a petition seeking to have the town authorize “village powers” — which the neighboring town of Cassville did March 12 to try to get more control over any data center proposal. A sheriff’s deputy informed Brinkman that Stelpflug had a First Amendment right to circulate a petition on public property — which happened to be the Waterloo Township Shop and Hall. As it turns out, the town already adopted village powers in 1965. An update on where Grant County stands among sites being considered is expected soon.
Rock County also signed NDA: A Rock County Board committee voted down a resolution prohibiting county employees from signing nondisclosure agreements. Pointing to data center NDAs, the resolution cited concerns “across Wisconsin that the signing of an NDA without the input of the public and elected officials is unethical and risks the public trust.” Wisconsin Watch reported that the town of Beloit in Rock County signed an NDA in February 2025, more than a year before announcing this month that a data center has been proposed. Last week, Rock County responded to a Wisconsin Watch public records request showing it signed an NDA with the same company, Delaware-based Cambrin LLC, in January 2025. Janesville, about 10 miles northeast of the town of Beloit, has also signed a data center NDA, with Colorado-based Viridian Acquisitions.
Alliant Energy’s record stock price: Madison-based Alliant Energy’s record-high closing stock price reached $73.03 on March 16. The main reason, according to The Motley Fool: an influx of data centers in the Midwest, including one under construction in Beaver Dam.
AI fear fuels opposition? Some opposition to data centers might stem from uneasiness about artificial intelligence. The Marquette Law School Poll found 69% of Wisconsin registered voters surveyed said AI is being developed too quickly. The same percentage said the costs of data centers outweigh the benefits.
ICYMI: Wisconsin Watch looked at competition over who builds out the grid as data centers demand more power.
No data center legislation: The Legislature considered a number of data center bills but concluded its work in the 2025-26 session without passing any of them. That means data center legislation won’t come up again until the Legislature’s next regular session begins in January. One of the bills, to ban nondisclosure agreements between data center developers and local governments, was introduced by Rep. Clint Moses, R-Menomonie. He told Wisconsin Watch his bill was crowded out by other priorities, but that he’s hopeful it will eventually pass. Also disappointed was GOP Assembly Speaker Robin Vos. He said at an event that requiring data centers to pay for their own electricity, as some legislation would require, is “probably an 80% issue for the public.”
Opposition in Grant County: Cassville township residents voted 54-3 this month to authorize “village powers.” The move gives the township more control over matters such as zoning. It was sought by residents who want more control over any data center proposal. A developer has included Cassville, in the Driftless Area in southwest Wisconsin, as one possible site for a planned $1 billion data center.
ICYMI: Microsoft announced it would stop doing NDAs with local governments amid growing focus on local governments and data center secrecy. We explored data centers’ job implications, particularly for developers, construction and operations. We also fact-checked a claim that Mount Pleasant’s massive data center will use relatively little water. Go here to see our data centers coverage in one place.
‘Bulletproof’ vest in Port: Port Washington police have been called about a dozen times to Lighthouse, the Vantage-OpenAI-Oracle data center campus, since the construction groundbreaking Dec. 17. Police reports show the largest number involve complaints of either trespassing or excessive construction noise. But on Dec. 26, a security officer on the site reported being told by a motorist she “hopes the vest they wear is really bulletproof.” Police called the motorist and left a voicemail message, according to the report. The motorist did not return calls and emails from Wisconsin Watch.
‘Stranded assets’ targeted: One of the Democratic candidates for governor, former Lt. Gov. Mandela Barnes, announced a plan to prohibit residential and other utility customers from having to cover the cost of “stranded assets” — power plants that have been shut down but on which debt is still owed. Wisconsin Watch reported in December that ratepayers owe $1 billion for stranded assets and that the rush to build more plants to serve data centers runs the risk of creating more stranded assets.
‘Stranded assets’ targeted II: In a model for state data center legislation, the University of Wisconsin-Milwaukee Center for Water Policy proposed making data center companies financially responsible for stranded assets. The companies would be required to post a bond.
Beaver Dam limits public comment: The city council in Beaver Dam, where one data center is under construction and another is proposed, is limiting to 20 minutes total the public comment at its meeting tonight. That raised concerns among data center opponents, some of whom packed a town hall meeting on data centers last week. Typically, the council’s public comment period is open-ended, though individuals are each asked to limit their remarks to two minutes. Mayor Bobbi Marck said several items are likely to involve lengthy discussion and the comment limit is meant to use the council’s time effectively. Ald. Nancy Wild said data center opponents have spoken at the previous eight council meetings. “I think we have been very reasonable,” she said.
Quietly, a possible Beloit data center: News of a possible data center in the town of Beloit comes eight months after the town quietly signed a predevelopment agreement. Last week, the town, saying it was responding to information “being disseminated” about a possible data center, announced it had begun “very preliminary discussions,” including signing the agreement. The town board in May approved negotiating a predevelopment agreement with Delaware-based Cambrin LLC, but the meeting minutes do not mention a data center. The predevelopment agreement, signed in July, also does not mention a data center. It says that the town will pursue a tax incremental district to finance infrastructure improvements that would be needed and that Cambrin agreed to reimburse the town up to $175,000 for preliminary work. “If the project actually moves forward, we would have a frank discussion with the developer about who should be paying for any improvements that are needed,” town administrator John Malizio told Wisconsin Watch. News reports indicate that Meta, the owner of Facebook and Instagram, could be the data center operator.
Data centers’ $1 billion for Wisconsin: Even before the first hyperscale data center begins operation in Wisconsin, data centers have made an economic impact in the state. No comprehensive tally has been done. But just three Wisconsin companies have received more than $1 billion of business supplying data centers, and other companies are benefiting, too, Wisconsin Watch found. That’s separate from the economic impact from constructing data centers.
Electric-onnections: The data centers under construction in Mount Pleasant and Port Washington came together because a We Energies executive met the co-founder of Cloverleaf Infrastructure, which secures power and land for data centers, The New York Times reported. “We’ve got the site for you,” the executive said at a Chicago conference in 2021, proposing Mount Pleasant and, later, Port Washington.
Who pays for the power: The state Public Service Commission held a hearing last week on who will pay for providing the electricity needed to run the $1 billion data center being constructed in Beaver Dam. The center is owned by Meta, the owner of Facebook and Instagram. Opponents said the rate structure proposed by Alliant Energy doesn’t protect general ratepayers from bearing some of the costs. The same concerns have been raised to the PSC about We Energies’ proposed rates for data centers in Mount Pleasant and Port Washington. Comments on the Alliant case can be submitted through March 9. That deadline was extended after Alliant agreed to remove some redactions it made in its application to the PSC.
Legislation delayed, in doubt: One bill on data centers might see action, but others are likely on ice now that the state Assembly has adjourned for the 2025-26 session. The Senate could still act on an Assembly-approved bill that seeks to limit how much general ratepayers can be charged by utilities for the cost of providing electricity to data centers. It’s likely that various bills that would prohibit local governments from signing nondisclosure agreements with data center developers won’t be considered again until a new Legislature convenes in January.
Blocking a possible data center: A move is afoot to block a possible data center in Grant County in southwest Wisconsin. Doug Schauff, the town chair in Cassville, said the town will hold a meeting March 12 on adopting “village powers.” That, in turn, would enable the town to create zoning that would regulate projects such as a data center. A data center developer has told the town it is considering the Cassville area, among other locations, for a possible $1 billion facility.
Port Washington referendum: An April 7 referendum in Port Washington pushed by data center opponents can proceed as scheduled, a judge ruled last week. Pro-business groups had sued to try to stop the vote. If the referendum is approved, the city would have to get referendum approval to create any future tax incremental finance district – a business development tool – worth over $10 million. The city created a $175 million TIF district for the $15 billion Open AI/Oracle data center now under construction in Port Washington.
From DeForest to Iowa: Virginia-based QTS Data Centers will build in Iowa a data center it had planned for the Madison suburb of DeForest, according to Alliant Energy, which will supply the electricity. Amid community opposition, the $12 billion facility proposed for DeForest was abruptly dropped in January after Wisconsin Watch reported that village officials had worked on the proposal for months before announcing it to the public.
Voters down on data centers: Regardless of how much they have heard about data centers, most registered Wisconsin voters polled by Marquette Law School said the costs outweigh the benefits. Opposition was 74% among those who have heard a lot about data centers, 73% among those who had heard nothing at all and 68% who had heard a little.
Expect delays? Some 30-50% of data centers projected to open worldwide in 2026 could be delayed, according to the Sightline Climate research firm: Access to electricity is a key reason, and more data center operators are building their own power rather than relying on the grid.
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Florida law enforcement authorities arrested a veteran school bus driver for allegedly ignored railroad warning signals and driving into the path of an oncoming train that struck the rear of her vehicle with 29 students on board.
Yvonne Hampton, 67, a former driver for the Sumter County School District, faces charges of reckless driving, culpable negligence and 29 counts of child neglect without great bodily harm, according to the Sumter County Sheriff’s Office.
The crash occurred April 2 in Bushnell, Florida. Officials said a train clipped the back of school bus No. 2517 after Hampton drove onto the tracks despite active warning signals.
No injuries were reported, but students described the incident as terrifying.
Investigators reviewed surveillance video from inside the bus, which reportedly showed the railroad crossing’s warning arms and sirens were activated at about 4:07 p.m. as the bus approached. Six seconds later, a woman’s voice, believed to be Hampton, was heard saying, “Not gonna stop for no train,” before the bus proceeded across the tracks. Moments later, the train struck the rear left side of the bus. Only cellphone video recorded by students inside the bus has been publicly shared.
Students could be heard reacting in panic in the video, with one shouting, “There is a train coming!” Authorities said Hampton told students to “get in your seats” seconds before impact.
Hampton told deputies she was already moving across the tracks when the warning system activated and that she continued forward as far as possible. Investigators, however, allege she ignored the signals and made the decision to cross despite the approaching train.
Sumter County Sheriff Pat Breeden said in an update that deputies working with the school district conducted a thorough investigation that led to the Florida driver’s arrest.
Superintendent Logan Brown said Hampton had worked for the district since 2015 and resigned in lieu of termination following the incident.
“The trust that our families place in us to transport their children safely is something we take extremely seriously,” Brown said in a video statement. “Anyone who jeopardizes that trust will not work in the Sumter County School District.”
Brown emphasized how narrowly a more serious tragedy was avoided.
“When you look at the totality of this situation, we truly averted what could have been a catastrophic event,” he said, noting the collision missed a more severe impact by “a matter of six inches.”
Brown also praised the train conductor, who he said sounded the horn continuously and attempted to brake upon seeing the bus on the tracks.
“Based on everything we know, he did everything he was supposed to do, and in my view, he’s a hero in this situation,” Brown said.
Parents and students said the emotional impact remains significant. District officials said the crossing where the crash occurred lacks red traffic lights and provides limited clearance space for large vehicles after crossing the tracks. Following the incident, the district determined the location is unsafe for school bus routes and has since rerouted so school buses do not cross it.
Officials said they are reviewing additional safety measures. “We have also learned valuable lessons from this incident and are actively reviewing additional safety measures to ensure that something like this does not happen again,” Brown said.
Authorities said the investigation remains ongoing.
Related: Watch: School Bus Drivers Reminded About Railroad Safety
Related: Wisconsin School Bus Driver Arrested
Related: Florida School Bus Driver Arrested for Alleged Assault
Related: Florida District Introduces Innovative Safety Training for School Bus Drivers
The post Florida Driver Arrested After Train Strikes School Bus Carrying 29 Students appeared first on School Transportation News.
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