Schoemann spoke at the Dane County Republican’s monthly “Pints and Politics” meeting on Tuesday. (Photo by Baylor Spears/Wisconsin Examiner)

Washington County Executive Josh Schoemann stepped up to the front of a room in the back of Kavanaugh’s Esquire Club on the east side of Madison with a grin and quickly started a chant about Gov. Tony Evers.

“Tony’s got to go. Who’s with me?” Schoemann said about the current second-term Democratic governor. He encouraged others in the room to join him. “Tony’s gotta go… Tony’s gotta go. I’d like him to hear it if you don’t mind.”

The crowd of about 30 clapped enthusiastically and slowly started to pick up the chant.

Schoemann, who wore a red UW-Madison quarter zip up, jeans and a camo hat with his campaign logo across the front, was at the restaurant for the Dane County Republican’s monthly “Pints and Politics” meeting. It’s the one of the latest stops for Schoemann, who is the first candidate of either major party to launch his campaign in the 2026 governor’s race. 

Evers’ decision on whether he will seek a third term is still up in the air. He recently told WisEye that he is “not spending very much time at all thinking about whether I’m going to run or not.” 

Getting a head start

With about 14 months before a Republican primary might be held, Schoemann is working to get a head start on other potential candidates. U.S. Rep. Tom Tiffany, who is mulling a run for the office, was critical of Evers as he addressed party members at the state GOP’s annual convention. Bill Berrien, a Whitefish Bay businessman and Navy SEAL veteran, recently formed a political action committee.

Schoemann said that it’s “entirely possible” for Wisconsin to be more competitive for Republicans. He launches his campaign as the Republican Party of Wisconsin is reevaluating how to win after their preferred candidate lost in the state Supreme Court race and as Democrats have won 12 of the last 15 statewide elections.

Schoemann sought to start his “Tony” chant a couple times as he spoke to the group — at one point telling attendees that he is the son of a Lutheran Minister and “can’t handle a congregation unless they join with me.” The crowd joined the chant more quickly this time, but Schoemann cut it off quickly as he pulled his camo hat off and placed it over his heart and encouraged attendees to stand up to sing “My Country, ‘Tis of Thee” with him.

Schoemann has worked in Washington County as the elected county executive for the last five years and as the county administrator for six years prior. He owns a farm in the town of Trenton, located between West Bend and Grafton, with his wife and is the father of two.

Schoemann told attendees that he joined the Army National Guard, attended UW-Whitewater and then served in Iraq in 2003. Throughout the event, Schoemann returned to his faith and military service, telling the crowd that “love your neighbor” has been central to his work and will be central to his campaign. 

“It’s changed the trajectory of my life permanently,” Schoemann said, describing a memory of his time in Iraq when he gave bottles of water to a child who was drinking from a puddle.

“As he approaches the puddle, I’m thinking, ‘Oh, he’s just going to jump around in the puddle and play.’ He kneels down, and starts cupping his hands and starts drinking out of that puddle,” Schoemann said. 

“When I came back home, that moment kept coming back to me over and over and over, and I dedicated the rest of my life to the service and sacrifice of the guys and gals who didn’t come home, either in whole or in part, and of my Lord, Jesus, by loving my neighbor,” he continued, “ and that, ladies and gentlemen, is how we are going to win this election. We are going to turn Wisconsin red by loving our neighborhood.”

Rush Limbaugh and Ronald Reagan

Schoemann said he grew up a “Rush Limbaugh” and “Ronald Reagan baby” — with beliefs in smaller government, lower taxes and strong defense — and that those ideas have shaped his service in local government.

Schoemann repeatedly criticized Evers and spoke about his record.

“Under the education governor, are your schools better than they were six years ago?” Schoemann asked, with answers of ‘no’ coming from some in the room. “He’s filling potholes right now — getting his picture taken in every community can get to… Are your roads really all that much better than they were six years ago? No, no. They’re not, and if you look across the state of Wisconsin on every issue issue after issue, things aren’t better.”

Evers has been traveling across the state last week helping fill potholes as a part of an annual effort to call attention to the issue of improving the roads and his recent budget proposal of to dedicate funds for that purpose —  though Republicans have removed that from the budget. At one stop on his trip, Evers told reporters that he didn’t know much about Schoemann but thinks he’s “gonna have to be another Donald Trump.” 

“That’s the only way Republicans can kind of move forward in this day and age,” Evers said, according to WSAW-TV 7.

Schoemann said that he decided to run because he is “sick and tired of our kids, leaving the state for other opportunities in different states and not coming back” and “sick and tired of our retirees leaving this state that has become a complete tax hell.”

Schoemann also compared himself to former Republican Gov. Tommy Thompson.

“Back when I was a kid in 1986, Tommy Thompson took out another Tony — [former Gov.] Tony Earl. A young, energetic Republican did very, very well in Dane County, and eventually by 1994, I believe he won Dane County,” said Schoemann, who is 43. 

Goal: Lose by less in Dane County

Thompson is the last Wisconsin governor to win a third term in office, and Schoemann wants to ensure that stays true by taking a page out of Thompson’s playbook. Schoemann said he would have three rules for his campaign: go to the Northwoods, go to Milwaukee and go to Dane County. He said that since his campaign launched he had visited Florence County to talk with a group of people, who, he said, likely “hadn’t seen a statewide elected official in decades,” had been on the radio in Milwaukee and his Tuesday evening stop in Madison was his second already. 

Schoemann said Republicans need to lose by less in Dane County, pointing out that President Donald Trump won the state of Wisconsin with nearly 23% of the vote in the deep blue county. 

“We’ve got to be pushing back towards 26, 27, 28[%], and we’re only going to do it by having conversations with our neighbors and physically being present,” Schoemann said. “I can tell you you’re going to get sick of seeing me because I will be back again and again and again. I want to hear from you what this state needs to be. I want to hear from you what direction the state needs to go.”

Schoemann then took questions from the audience.

One attendee asked about what he would do about property taxes. Local communities across the state have been strapped for funds in recent years due to restrictions in the ways that they can raise revenue with many turning to raising property taxes through referendums to help afford services.

“How many of you live in the city of Madison? How are you liking that new referendum for the school district and the city — one-two punch?” Schoemann replied. He added that property tax rates in Washington Co. are low because of decisions he’s made. He said that at times when they have “considered alternatives where we needed additional resources, we go to the people and ask.” 

The county went  to referendum in 2024 to help prevent cuts to its public safety services. While the referendum failed, a deal on shared revenue and a local sales tax for Milwaukee that  lawmakers and Gov. Tony Evers made helped the county avoid the cuts. 

That deal led to a back and forth over social media between Schoemann and Milwaukee Mayor Cavalier Johnson after Schoemann took a jab at the city because of the tax. Milwaukee leaders were prominent advocates in helping secure the state funding, which has helped communities across the state, including Washington County.

Banning ‘Democracy in the Park,’ encouraging early voting

In response to a question about elections, Schoemann said that he believes in purging voter rolls, banning voting events including ‘Democracy in the Park” — a COVID-era effort held by the city of Madison where poll workers picked up absentee ballots from voters who dropped them off  — and having “significant election integrity” measures. He also talked about promoting early voting in more rural areas. 

“The clerks are part time, most of them work out of their houses. They don’t have an office at the town hall… In those places. If you want to have in-person absentee voting, you have to schedule an appointment at the home of the clerk. In Madison and in Milwaukee… the convenience level is through the roof right now,” Schoemann said. “It’s not quite seven days a week, 24 hours a day for those 13 days, but it isn’t far either, especially as compared to those towns.” 

Schoemann said his county sought to incentivize local municipal workers to add in-person absentee voting days and times by paying them 150% of the cost. He said the state needs to “completely transform how we think about elections in Wisconsin.” 

Schoemann segued to criticizing Evers for his relationship with lawmakers and the number of bills he has vetoed, saying changes in law need to come as the result of the governor working as a “coequal” branch with the Legislature. He said that the governor should work with bills before outright vetoing them.

“The fact that this governor doesn’t have the leadership capability to walk down the hallway and talk to legislative leaders is an embarrassment to our state,” Schoemann said, referring to communication difficulties between lawmakers and Evers, who are currently negotiating the next state budget.

Schoemann said that he wouldn’t want to “throw money” to help address education problems, though he thinks the system currently in place is outdated. He also said that he would seek to help change the veto power that governors have. 

This will be the first time Schoemann runs in a statewide election. He promised the room that no one would “outwork” him. 

“There might be more money. There might be worse press, there might be all kinds of things, but no one will outwork me,” Schoemann said.

In the weeks before deciding to run, Schoemann told the room that he asked his wife if she was sure she wanted him to run. 

“You know what she said to me?” Schoemann asked. “‘Well, can’t be worse than Iraq.’”

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State Sen. Kelda Roys, holding her toddler, speaks about legislation Democrats are proposing to provide ongoing funding for child care providers. (Photo by Erik Gunn/Wisconsin Examiner)

Democratic lawmakers are circulating a draft bill to extend the soon-to-end state child care support program and fund it with $480 million that was stripped from the 2025-27 state budget.

The proposed legislation follows action earlier this month by Republican lawmakers to remove child care support and more than 600 other items that Gov. Tony Evers included in his draft budget.

Both Evers’ proposal and the Democrats’ bill aim to continue support that child care providers have been receiving since 2020 as part of federal pandemic relief.

“This funding has been essential in continuing successful programs that support our early educators, child care providers, parents, and most importantly, our kids,” said state Rep. Alex Joers (D-Middleton) at a Capitol news conference Thursday announcing the legislation.

The $20 million that Wisconsin paid out each month to providers through mid-2023 “kept our early educators in the workforce, held tuition down for parents and provided a direct investment in our children during the most crucial years of their childhood development,” Joers said.

Payments were cut to $10 million a month in June 2023, and the last of those funds will be paid out by early July.

“But with this impending deadline, child care providers and early educators are faced with the impossible decision to either raise rates or have to close altogether,” Joers said. “Without assurance of this funding lifeline, many have already made that decision and have devastatingly shut their doors forever.”

Citing recent reports, Joers said that there are 48,000 children on waiting lists for child care in Wisconsin. In a survey of providers, 78% said they would have to raise fees for infant care — the most expensive age group in most child care programs.

“Altogether, if nothing changes, parents are looking at having to find an additional up to $2,600 in their yearly budget,” Joers said.

First-term Sen. Sarah Keyeski (D-Lodi), the lead state Senate author on the legislation, said that when she was running for office last year, voters repeatedly shared their concerns about the cost and scarcity of child care.

“We have historically undervalued and underpaid child care and early education professionals,” Keyeski said. “This is no longer tenable.”

She described the plight of one constituent who had to change providers three times after the first and then the second provider went out of business because of financial difficulties or other constraints. The mother told her that her current provider — the third — had rates that are “at the top” of what the family could afford.

Keyeski said the provider has told the woman that unless the state can continue with its support, the center’s rates will go up $40 a week, or $160 a month. For the couple, “this increase is unsustainable,” she said. “Her family is left wondering, what to do next?”

Wisconsin’s rural communities have been especially hard hit, she added: In 70% of them, there are three or more children for every child care opening.

“In my district alone, over 34,000 children need care, but there are only about 26,000 available slots,” Keyeski said.

Child care should be viewed as essential infrastructure, said state Rep. Renuka Mayadev (D-Madison).

“And as a state, we support infrastructure. We maintain roads, we maintain bridges. Why is funding childcare such a fight?” Mayadev said.

Wages of less than $14 an hour are driving child care workers out of the field, she added. “There is no other industry where such high value work is being done at such dismal low wages.”

Sen. Kelda Roys (D-Madison) — accompanied by her toddler son before she took him to his child care provider near the Capitol — said the legislation calls for $480 million in state funds over the next two years.

“But I think the real question is what it will cost the state if we don’t do it,” Roys said. She forecast “continued massive closures” of child care centers.

“Already over 60% of child care providers have classrooms sitting empty or slots that can’t be filled because they don’t have the teachers to fill them,” she added.

Roys said child care was a critical need in order for the state to address persistent shortages of people to fill jobs.

“In critical areas like public safety, in K-12 education, in health care — what is it going to mean if the parents of even more kids can’t get child care?” Roys said. “We can’t afford that. We have to make this investment.”

Gov. Tony Evers celebrates "historic" tax cuts in the last state budget. Schools are still facing austerity. Photo via Gov. Evers' Facebook page

As Republicans in Congress struggle to deliver President Donald Trump’s massive cuts to Medicaid, food assistance, education, health research and just about every other social good you can think of, in order to clear the way for trillions of dollars in tax cuts to the richest people in the U.S., here in Wisconsin Gov. Tony Evers and state lawmakers are working on the next state budget.

The one thing our Democratic governor and Republican legislative leaders seem to agree on is that we need a tax cut.

After throwing away more than 600 items in Evers’ budget proposal, GOP leggies now say they can’t move forward with their own budget plan until  Evers makes good on his promise to meet with them and negotiate the terms for the tax-cutting that both sides agree they want to do. Evers has expressed optimism that the budget will be done on time this summer, and said the tax cuts need to be part of the budget, not a separate, stand-alone bill. Evers wants a more progressive tax system, with cuts targeted to lower-income people. In the last budget, he opposed expanding the second-lowest tax bracket, which would have offered the same benefits to higher earners as the lower middle class.

But what if we don’t need a tax cut at all?

It has long been an article of faith in the Republican Party that tax cuts are a miracle cure for everything. Trickle-down economics is  a proven failure:  The wealthy and corporations tend to bank their tax cuts rather than injecting the extra money into the economy, as tax-cutters say they will. The benefits of the 2017 tax cuts that Congress is struggling to extend went exclusively to corporations and the very wealthy and failed to trickle down on the rest of us. 

 In the second Trump administration, we are in new territory when it comes to tax cutting. The administration and its enablers are hell-bent on destroying everything from the Department of Education to critical health research to food stamps and Medicaid in order to finance massive tax breaks for the very rich. 

If ever there were a good time to reexamine the tax-cutting reflex, it’s now.

Evers has said he is not willing to consider the Republicans’ stand-alone tax-cut legislation, and that, instead, tax cuts should be part of the state budget. That makes sense, since new projections show lower-than-expected tax revenue even without a cut, and state budget-writers have a lot to consider as we brace for the dire effects of federal budget cuts. The least our leaders can do is not blindly give away cash without even assessing future liabilities.

But beyond that, we need to reconsider the knee-jerk idea that we are burdened with excessive taxes and regulations, that our state would be better off if we cut investments in our schools and universities, our roads and bridges, our clean environment, museums, libraries and other shared spaces and stopped keeping a floor under poor kids by providing basic food and health care assistance. 

Wisconsin Republicans like to tout the list of states produced annually by the Tax Foundation promoting “business friendly” environments that reduce corporate taxes, including Wyoming, South Dakota, Alaska and Florida. They also like to bring up ALEC’s “Rich States, Poor States” report that gave top billing last year to Utah, Idaho and Arizona for low taxes and deregulation. 

What they don’t track when they lift up those states are pollution, low wages and bankrupt public school systems. 

I’m old enough to remember when it was headline news that whole families in the U.S. were living in their cars, when homelessness was a new term, coined during the administration of Ronald Reagan, the father of bogus trickle-down economics and massive cuts to services for the poor. 

Somehow, we got used to the idea that urban parts of the richest nation on Earth resemble the poorest developing countries, with human misery and massive wealth existing side by side in our live-and-let-die economy.

Wisconsin, thanks to its progressive history, managed to remain a less unequal state, with top public schools and a great university system, as well as a clean, beautiful environment and well-maintained infrastructure. But here, too, we have been getting used to our slide to the bottom of the list of states, thanks in large part to the damage done by former Republican Gov. Scott Walker. 

We now rank 44th in the nation for investment in our once-great universities, and the austerity that’s been imposed on higher education is taking a toll across the state. Our consistently highly rated public schools have suffered from a decade and a half of budget cuts that don’t allow districts to keep pace with inflation, and recent state budgets have not made up the gap. 

Now threats to Medicaid, Head Start, AmeriCorps, our excellent library system, UW-Madison research and environmental protections do not bode well for Wisconsin’s future.

In the face of brutal federal cuts, we need to recommit to our shared interest in investing in a decent society, and figure out how to preserve what’s great about our state.

Tax cuts do not make the top of the list of priorities.

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Susan Poupart, who disappeared and whose remains were found in 1990, is now the subject of a reward for information relating to her death. (Wisconsin Examiner photo illustration)

The Lac du Flambeau (LDF) Band of Lake Superior Chippewa Indians is offering a reward of $25,000 for information leading to the arrest and conviction of the person or persons responsible for the 1990 murder of Susan “Susie” Poupart, a LDF tribal member.

The tribe has also offered a $25,000 reward for information concerning a tribal member, Melissa Beson, 37, missing since March 17. 

“Poupart was last seen on May 20, 1990, in Lac du Flambeau in Vilas County,” the band stated in a press release issued May 16. “She had left a house party at approximately 4 a.m. on that date and was walking home alone when two men in a car pulled up next to her. Witnesses saw her enter the car but never arrived at her home, and her family reported her missing two days later.”

There was no LDF Tribal Police Department at the time of Poupart’s disappearance, so the Vilas County Sheriff’s Department investigated the case and is still the lead investigative organization.

“Deputies and fire department personnel conducted ground searches for four or five days, hoping to find her alive and return her to her two young children,” said the press release. “Eventually, specially trained tracking dogs were brought in from Minnesota to assist in search efforts, to no avail.”

The release said deer hunters found her remains, along with her purse and tribal ID card six months later, on Nov. 22, 1990. They were found in the Chequamegon-Nicolet National Forest, about 12 miles from her home. 

“Poupart’s death was determined to be a homicide, and in the decades since her murder, continuous improvements in DNA technology have kept her family’s hopes alive that her murderers will be brought to justice,” the press release states. “Investigators share that hope, as even now they await the results of DNA testing on evidence that was recently sent to sophisticated, high-tech crime laboratories for DNA analysis.”

The release also states that “police believe there are persons who have information that could result in the arrest and conviction of the persons responsible for Susan Poupart’s murder.”.

The tribe’s governing board said it was offering the $25,000 to “incentivize anyone with information relating to Poupart’s murder to come forward.”

The Wisconsin Examiner reached out to LDF Tribal Governing Board Chairman John Johnson to ask why the tribe was now offering a reward after over 35 years, but Johnson did not return phone calls.

Detective Cody Remick of the Vilas County Sheriff’s Department, who was assigned to the case two years ago, said he had heard from Poupart’s daughter that at one time there had been a $10,000 reward for information.

While the cold case is 35 years old, Remick said, his office only recently began working with the Bureau of Indian Affairs (BIA) Office of Justice Services (OJS) Missing and Murdered Unit.

The only other Wisconsin case the BIA OJS is presently working on is the 1989 murder of Rhys Pocan, a Menomonie tribal member living in Milwaukee. Pocan went missing in August 1989, and her headless body was discovered in September 1989 in Sheboygan County. Later, her head and hands were found in Waukesha County.

Though the press release says DNA is being analyzed, Remick said his office has items it is “preparing for DNA examination” that may lead to a break in the Poupart case.

“It goes without saying that Poupart’s children, now grown, deserve answers in the death of their mother, who was so cruelly taken from them,” said the May 16 press release. “The Lac du Flambeau Tribal Community, too, deserves to know what happened to one of their own. Most important, Poupart deserves justice. She was only 29 years old when she was murdered. She had her whole life in front of her, and her two beloved children to raise. Her killers must answer for their crime, so that Susie can finally rest in peace, and her family and community can begin to heal.”

Anyone with any information regarding the disappearance and murder of Susan Poupart is asked to call the Vilas County Sheriff’s Office at (715) 479-4441 or the Wisconsin Department of Justice at (608) 266-1221 or the Lac du Flambeau Tribal Police Department at (715) 588-7717.

The tribe said the reward will be apportioned as deemed just by the governing board in the event, for example, multiple credible tips are received. Employees of law enforcement and correctional agencies are not eligible to collect the reward.

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As electric vehicles continue their steady march toward becoming a dominant force on global roads, one country has pulled far ahead of the rest- and it didn’t happen by accident.

By now, it’s widely understood that Chinese automakers have taken a commanding lead in the EV race, while many Western legacy brands are still scrambling to catch up. It’s also well known that Chinese battery companies are driving much of this momentum, leading with rapid innovation and serious scale. But how did they manage to surge ahead so dramatically in such a short time? The answer is fairly straightforward: money. More precisely, billions in government subsidies every single year.

Read: CATL’s New EV Batteries Give You A Full Charge In Minutes

Fresh data from Nikkei Asia shows just how significant this financial support has been. Contemporary Amperex Technology Co., better known as CATL, the world’s largest EV battery manufacturer, has been raking in the kind of government funding that would likely make Elon Musk reconsider his next big tax tweet.

While CATL has not reveal full-year details of the government help it received in 2024, it has disclosed that in the first half it got 3.84 billion yuan ($532 million) in state subsidies. This made it one of the largest beneficiaries of the Chinese government’s policy, only behind state-owned oil company Sinopec, which received 4.06 billion yuan ($563 million). Importantly, however, that’s how much Sinopec received for the full 2024 calendar year, whereas CATL’s figure is only for the first six months of 2024 – thus, it total, the latter’s figure far exceeded Sinopec’s.

The subsidies CATL has received appear to have jumped in the second half of 2024. As noted by Nikkei Asia, in 2023, it disclosed its subsidies under ‘other income’ in its financial reports. In 2023, ‘other income’ totaled 6.26 billion yuan (~$868 million), and of this, 5.72 billion yuan (~$793 million) were subsidies. In 2024, its full-year report revealed 9.96 billion yuan (~$1.3 billion) in ‘other income,’ but didn’t specify how much of this was subsidies.

Of course, it’s not just CATL that is benefiting from this practice Full-year data from 2024 reveals that BYD received almost 3.8 billion yuan (~$527 million) in subsidies last year, no doubt playing a significant role in the firm’s ability to release so many new models so frequently.

Great Wall Motor was the fourth-largest recipient of subsidies, earning a touch under 3 billion yuan (~$416 million). SAIC Motor closely trailed GWM, receiving more than 2 billion yuan (~$277 million) in subsidies for the year.

All this answers the questions we posed at the beginning. There’s no secret sauce at play here; the Chinese managed to leapfrog the competition and undercut their rivals at the same time simply due to immense state help. No wonder, then, that the US and the EU are seething as they watch their own brands trying to compete in an uneven playing field.

In a move that could reshape the future of clean transportation policy in the U.S., Senate Republicans just voted to strip California of its long-standing authority to set its own vehicle emissions rules, including blocking its plan to stop sales of gas-powered vehicles.

The decision targets California’s ambitious clean-air mandates, which critics say are too aggressive for the current market to handle. Supporters of the state’s standards, however, argue that this vote undermines state rights and sets a troubling precedent for federal overreach.

More: Major US Dealers Launch War On New EV Sales Model

California has long set its own rules regarding air pollution standards. These included regulations on heavy-duty trucks, trains, and cars. It had even declared that it wouldn’t allow the sale of gas-powered new cars and trucks after 2035. But that authority was just revoked using the Congressional Review Act, or CRA.

This happened despite warnings from two nonpartisan agencies, the Senate parliamentarian and the Government Accountability Office, both of which warned the Senate that this move was likely illegal. Nevertheless, the Senate voted 51 to 44 to overturn the waiver that grants California the power it had to set its own rules.

A Shift With National Consequences

This is a huge move because California, by itself, equates to the fourth-largest economy on the globe. Automakers have largely followed California’s guidance on emissions to keep selling cars there. Several states have also taken up the same standards. Now, all of that is in question as Donald Trump’s signature will axe the waiver for good.

Reacting to the news, California Governor Gavin Newsom said, “The United States Senate has a choice: cede American car-industry dominance to China and clog the lungs of our children, or follow decades of precedent and uphold the clean air policies that Ronald Reagan and Richard Nixon fought so hard for. Will you side with China or America?”

The Conservative Pushback

Those on the other side of the political aisle obviously have a different view. “California has imposed the most ridiculous car regulations anywhere in the world, with mandates to move to all electric cars,” Trump said during his campaign, reports The Guardian. “I will terminate that.”

“The fact is, these EV sales mandates were never achievable,” John Bozzella, president and chief executive of the Alliance for Automotive Innovation, said in a statement. “There’s a significant gap between the marketplace and these EV sales requirements.”

How did the party of small government justify stepping in and imposing its will on a state this way? It says that since California has such a large sway on the auto industry that it was effectively setting Federal policy all along. This move stops that ability and returns that power to the Federal level alone.

“Over the past two decades, California has used its waiver authority to push its extreme climate policies on the rest of the country, which was never the intent of the Clean Air Act,” Senator Shelley Moore Capito, Republican of West Virginia, said to the New York Times.

The Hard Numbers

As we recently pointed out, data does seem to indicate that California’s goals surrounding the end of gas-powered new car sales are too ambitious. While EVs are gaining traction around the world, the U.S. is one of the slowest markets concerning adoption.

No doubt, that’s the result of several factors like distance between destinations, charging infrastructure, and pricing. Regardless of why the uptake is slower, it still makes California’s goals tough to imagine coming true. This new move from the Senate makes it appear altogether impossible now. 

Autonomous driving may be the future, but the present still has a lot of explaining to do. Especially when cars with so-called “Full Self-Driving” capabilities start careening off the road for no obvious reason.

That said, it’s rare to see what we just have in a newly released set of videos involving a Tesla. According to the title, it shows a crash while running what Tesla calls its autonomous system, Full Self-Driving (Supervised). What’s worse, though, is that it seems to do so without rhyme or reason in broad daylight with no traffic on a straight road.

More: Tesla Stiffs Cybertruck Owners On Another Promised Feature

Tesla famously uses vision-based software and hardware to run its semi-autonomous Autopilot and Full Self-Driving (Supervised) software. In theory, it makes complete sense since we humans also drive almost entirely via vision-based mechanics. In practice, though, there are some major concerns, and this video highlights them. We’ll circle back to that.

The Incident: Straight Road, Sharp Left Turn

A YouTube channel recently uploaded four videos showing each side of a car during a crash. They say this is a Model 3 and that it’s running FSD 13.2.8, which is almost the latest available version. On May 11, Tesla released 13.2.8, but this crash happened on February 26 so indeed, it was up to date given that information.

That said, what the video shows is the most shocking part of this entire situation. Across three of the four clips, we see the car moving for 45 seconds. In all of them, everything appears totally normal for the first 31 seconds as the car trundles down a two-lane road. Then, just as a car passes going the opposite way, all hell seems to break loose.

The car turns hard to the left, goes across the opposing traffic lane, goes off the road, and hits a tree before rolling over. From the moment it begins to turn to the moment it impacts the tree is less than three seconds. While that’s tough to swallow, it’s the conditions that really make this a bad deal for Tesla.

The road was perfectly straight. This appears to be at some time in the relatively early or later part of the day as the shadows cast on the ground are long. Despite that, the sun is bright and seemingly unobstructed by clouds, so there’s no lack of lighting in the scene. Finally, there’s no complex traffic situation here with markings, other cars, or road signs.

Still, for whatever reason, it appears as though this car allegedly on FSD just decided that it needed to leave the roadway and did exactly that. Adding even more confusion to this crash are videos of YouTubers testing FSD against inanimate objects on the road. In almost every case, the technology focuses on slowing itself down, stopping even, to avoid an obstacle. Very rarely does it try this sort of hard steering input at speed.

The Lidar Elephant in the Room

And this brings us back to vision-based autonomous driving systems. Again, we humans use vision to determine how to control our cars. Tesla is trying to do that too, but it’s caught flack, and I suspect is about to catch far more, over its choice to skip using lidar and radar tech.

While vision can work, and obviously does for most people on most days, Lidar and radar offer the ability to easily see through bad weather conditions like fog or haze. They could simply be used as a redundancy to confirm what a vision-based system thinks it sees too. Nevertheless, Tesla ditched it years ago and its CEO Elon Musk appears committed to never bringing it back.

Reports From The Driver

According to the person who posted the videos on Reddit, he was going around 55 mph when the crash happened. He says of the experience, “I loved the FSD until this happened. I was a full believer in autonomous vehicles until this happened to me. Lesson learned.” Thankfully, the only injuries he suffered included a cut on his chin, some lower-back discomfort, and “emotional damage,” as he calls it.

It’s worth pointing out that there are many unknowns here. While there appears to be no reason to suspect these videos and their description are inaccurate, there could be more to the story that we’re not being told. If that doesn’t end up being the case, though, Tesla is likely in a lot of hot water over this. The owner has submitted requests for all of the data relating to the crash so hopefully more of that sees the light of day.

Previous crashes involving the software typically offered some sort of purchase for Tesla defenders to cling to. Based on everything available in the four videos here, it appears as though FSD just made its most blatant mistake in the public sphere.

If this is possible with the hardware and software running Tesla’s planned Robotaxi service, it might have to be even more careful than it’s already planning on being. When asked if he’d ever buy another Tesla, the owner of this car’s words were damning. “I want another but would NEVER use FSD again.” Yeah, I think we can all understand why.

The electric SUV game just got a little more interesting. Xiaomi gave us our first look at the stylish YU7 last year, and now the crossover has officially been launched in China. It’s big news as the YU7 is the company’s second model and their first SUV, following the SU7. That sedan has been a runaway success in its home market, racking up 258,000 sales in just 14 months, including 28,000 deliveries in April alone.

The crossover follows in the footsteps of the SU7 and is a high-performance luxury SUV with an impressive design. It features a shark nose front end that is flanked by “waterdrop” headlights, which have channels that direct air out through the hood. Speaking of which, the crossover has the largest clamshell aluminum hood among mass-produced vehicles.

More: Xiaomi YU7 SUV Looks Like A Ferrari Purosangue And McLaren Rolled Into One

Aerodynamics played a huge role in the YU7’s development and the production model has “10 through-flow air channels and 19 optimized vents to manage airflow precisely.” They’re joined by aerodynamically optimized wheels and an active grille shutter system. Thanks to all this attention, the model has a drag coefficient of 0.245.

Since we’ve already seen the crossover before, we’ll just briefly mention a few highlights including flush-mounted door handles and a standard panoramic glass roof. They’re joined by a distinctive rear end with “halo” taillights and two spoilers. The model is being launched in three eye-catching colors – Emerald Green, Titanium Silver, and Lava Orange – and they contrast with gloss black accents.

In terms of size, the YU7 measures 196.8 inches (4,999 mm) long, 78.6 inches (1,996 mm) wide, and 63 inches (1,600 mm) tall with a wheelbase that spans 118.1 inches (3,000 mm). That means the crossover is 2.3 inches (58 mm) shorter than the Tesla Model X and has a 1.4-inch (35 mm) longer wheelbase.

Minimalist Interior, Maximalist Screens

While the exterior is stylish and expressive, the cabin is overly minimalist. It’s dominated by a 16.1-inch infotainment system and a HyperVision Panoramic Display, which sits at the base of the windshield.

The latter echoes BMW’s Panoramic iDrive Display and spans 43.3 inches. It’s customizable, but can act as a speedometer, a navigation display, and a front passenger display.

Putting screens aside, the crossover has Nappa leather zero-gravity front seats with one-touch recline and a 10-point massage function. They’re joined by power-adjustable rear seats with backrests that can tilt from 100° to 135°.

Rear seat passengers will also find dedicated climate controls and a dual-screen entertainment system. Other highlights include a wireless smartphone charger, hidden air vents, and soft-touch materials throughout.

The crossover can accommodate 23.9 cubic feet (678 liters) of luggage and that can be expanded to 62.1 cubic feet (1,758 liters) by folding the seats down. There’s also a small frunk, which provides 5 cubic feet (141 liters) of space.

Power, Range, and Charging Speed

Three different configurations are available and the entry-level YU7 has a single electric motor producing 316 hp (235 kW / 320 PS) and 389 lb-ft (528 Nm) of torque. It enables the model to accelerate from 0-62 mph (0-100 km/h) in 5.9 seconds, before hitting a top speed of 149 mph (240 km/h). Buyers will also find a 96.3 kWh battery pack that delivers a CLTC range of 519 miles (835 km).

The mid-level YU7 Pro has a dual-motor all-wheel drive system producing 489 hp (365 kW / 496 PS) and 509 lb-ft (690 Nm) of torque. This cuts the dash to 62 mph (100 km/h) to 4.3 seconds, but the top speed remains unchanged. Unfortunately, the range drops to 472 miles (760 km).

The range-topping YU7 Max has an upgraded dual-motor all-wheel drive system with 681 hp (508 kW / 690 PS) and 639 lb-ft (866 Nm) of torque. 0-62 mph (0-100 km/h) comes in a blistering 3.2 seconds and drivers will eventually hit 157 mph (253 km/h) if they keep their foot planted on the accelerator. The Max is also notable for having a larger 101.7 kWh battery, which delivers 478 miles (770 km) of range.

When the battery is low, owners can go from a 10% to 80% charge in as little as 12 minutes. After 15 minutes, they can get up to 385 miles (620 km) of range.

The YU7 has a double wishbone front and five-link rear suspension with air springs. The latter provide five levels of adjustment, meaning the crossover can provide up to 8.7 inches (222 mm) of ground clearance. Other highlights include continuous damper control and a high-performance braking system with four-piston Brembo calipers.

Xiaomi also confirmed the crossover will have advanced driver assistance technology. This is made possible by a roof-mounted LiDAR sensor, a 4D millimeter-wave radar, 11 high-definition cameras, and 12 ultrasonic radars.

Pricing and Availability

While pricing details haven’t been released yet, Xiaomi founder and CEO Lei Jun dismissed earlier rumors suggesting a starting price around 200,000 yuan ($27,800). “The Model Y starts at 263,500 yuan ($36,600), and based on these (YU7) configurations, this car should cost 60,000 to 70,000 yuan ($8,300 to $9,700) more,” Lei said during the presentation, according to Reuters. “But we’ll talk about the price in July.”

As automakers worldwide scramble to future-proof themselves in the electric era, China has been comfortably in the lead, cranking out next-gen EVs packed with cutting-edge tech and advanced battery systems one after the other at record pace. But behind the buzz and impressive new models, there’s a financial reality dragging at the wheels: most of China’s EV brands are still burning cash, not banking it.

Read: Seres 5 Crushes Tesla Model Y In Comfort But Loses The Battle Where It Counts

At last count, there were around 50 EV brands competing for space on Chinese roads. Out of those, just three of them are thought to be profitable. These include BYD, Li Auto, and Seres. Despite this, brands continue to offer generous discounts to grow their footprint, forgoing financial security in the pursuit of sales.

Discounts Keep Climbing

According to a JP Morgan study cited in a South China Morning Post report, industry-wide discounts averaged a record high 16.8% in April, up from an already steep 16.3% in March. The China Passenger Car Association puts the average discount for 2024 at 8.3%. To top it off, average EV prices were trimmed by 10% back in December. That’s not just aggressive, it’s unsustainable.

Last year, the difference between the selling price of an EV and an automaker’s costs, including raw materials, labor, and logistics, known as the vehicle margin, dropped to 10%. This is down from approximately 20% just four years ago. Analysts believe that most of China’s smaller EV manufacturers will be forced out of the market or will be acquired by larger rivals over the next couple of years.

“Nearly all of them were the victims of price competition,” said Phate Zhang from CnEVPost. “But if any of them chooses to exit the price war, their sales will decline and make it more difficult to post a net income.”

Looking Beyond China’s Borders

One potential lifeline is exports. Chinese carmakers have begun shipping more EVs abroad, where they can command better margins. According to JPMorgan’s Nick Lai, international sales are proving to be more profitable and could provide the breathing room these companies need.

“Price competition has turned fiercer this year. Unfortunately, we have not seen a jump in [EV] demand so far,” Lai noted. The domestic market, while massive, isn’t growing fast enough to offset the steep discounts.

Still, exports are trending upward. In the first four months of 2025, EVs made up roughly 33% of China’s total vehicle exports, up from about 25% over the past two years. It’s not a total solution, but it’s a glimmer of hope for brands looking to survive the increasingly brutal home turf battle.

A small but growing number of automakers are figuring out how to make EVs weird in all the right ways. Among them is Chery’s iCar brand, which has a few unconventional offerings, but none more intriguing than the V23. This chunky SUV looks like someone merged a Land Rover Defender with a Suzuki Jimny in a design studio that really loves straight lines. And now, it’s gotten even more eccentric with a retro-styled body kit.

The standard V23 already plays the retro card well, thanks to its squared-off profile, upright front and rear ends, and pronounced fender flares that give it a solid presence. But the new ‘Retro Emotion Package’ takes it further with a matte green wrap that feels perfectly suited to its aesthetic. It might look slightly out of place in a downtown traffic jam, but out in the wild, it fits right in.

Read: Chery’s iCar Expands Its Lineup With Rugged Minivans And Tougher SUVs

Complementing the special wrap is a unique front grille and a blacked-out front bumper. iCar has then added a large spotlight on the hood. Admittedly, it looks a little cheap, and the brand perhaps would have been better to add a set of more traditional circular spotlights to the front end.

Adding to the visual makeover are black rocker panels, side steps, and a set of 19-inch wheels wrapped in all-terrain tires. So yes, it’s dressed to look like it could leave the pavement behind, whether or not it ever will.

Apparently, iCar was quite serious about developing an upgrade kit that doesn’t just look the part but serves some purpose. According to a report from China’s Ithome, that the matte green wrap has a special anti-glare treatment to meet military vehicle concealment standards. Additionally, the front grille can be quickly and easily removed and replaced by owners.

Considering how affordable most EVs are in China, it’s no shock that this upgrade kit follows suit. Depending on the configuration, it’s priced between 4,000 and 10,500 yuan, or roughly $550 to $1,450 at current exchange rates. As for the V23 itself, pricing starts at 109,800 yuan (about $15,000) and tops out at 149,800 yuan (around $20,500), which keeps the whole setup firmly planted in the budget EV bracket.

To put that in perspective, the base version costs about the same as a used 2021 Nissan Versa with 65,000 miles on the clock – and considerably less personality, if we’re being honest.

Performance-wise, entry-level models come with a 136-horsepower motor driving the rear axle. Higher trims get a dual-motor setup with a total output of 211 horsepower, both modest numbers, but likely enough to keep this small SUV feeling sprightly on back roads and city streets alike.

Tesla boss Elon Musk has made plenty of wildly ambitious – and frequently inaccurate – claims about Tesla’s upcoming fleet of robotaxis. But now, after years of eyebrow-raising promises, the first of them is actually set to hit public roads next month. As part of a pilot program in Austin, Texas, Tesla will finally launch its long-hyped robotaxi service in a bid to close the wide lead Waymo currently holds in the autonomous vehicle race.

In 2019, Musk infamously claimed that by the end of that year, Tesla would have 1 million robotaxis on US roads. It does not currently have a single one, but next month, it will deploy approximately 10 robotaxis in Austin, and, if all goes well, could dramatically expand this to thousands of vehicles. Importantly, these will not be Tesla’s Cybercab, but rather versions of its current models equipped with the new Unsupervised Full-Self Driving system.

Read: Waymo’s Driverless Cars Kept Hitting Objects You See But They Don’t

During a recent interview with CNBC, Musk said it will be prudent for the company to be cautious in its roll-out of the system and that Tesla employees will monitor the fleet of robotaxis remotely.

“It’s prudent for us to start with a small number, confirm that things are going well and then scale it up,” Musk said. “We’ll be watching what the cars are doing very carefully and as confidence grows, less of that will be needed.”

To help ensure the roll-out of the robotaxi fleet is as smooth as possible, vehicles will be geofenced to certain areas of Austin. As the robotaxi fleet expands, Musk predicted that by the end of 2026, Tesla will have “hundreds of thousands, if not over a million Teslas doing self-driving in the US.” Like with all predictions from the world’s richest man, we’ll have to wait and see if this becomes a reality.

Buying Uber?

During the same interview, Musk was asked why Tesla doesn’t buy Uber. Musk sees no need to make such a move, noting the brand already has a large fleet of vehicles and everything it needs to run a successful robotaxi service. This will include the ability for private Tesla owners to add their vehicles to the fleet, meaning they can be used as robotaxis whenever the owner doesn’t need their car.

“We have millions of cars that will be able to operate autonomously,” Musk said. “And I should say that it’s a combination of a Tesla-owned fleet and also enabling Tesla owners to be able to add or subtract their car to the fleet, so that existing Tesla owners will be able to earn money by adding their car to the fleet for autonomous use.”

Grilling usually involves burning fossil fuel. But some manufacturers are offering electric grills and citing climate change and convenience as reasons to switch.

(Image credit: Jeff Brady)

The House and Senate both voted to loosen regulations on air pollutants like dioxin and mercury, which are associated with higher cancer risk.

(Image credit: Cavan Images/Getty Images)

Forecasters expect 13 to 19 storms to form in the Atlantic between June 1 and the end of November. At least 6 of those are forecast to be full-blown hurricanes.

(Image credit: Jeff Roberson)

For community groups to allege violations of environmental rules, a state law says groups have to use federally-approved testing equipment, and it sets restrictions for analyzing and sharing the data.

(Image credit: Gerald Herbert)

At Cleantech Forum Asia, a pivotal conversation unfolded about what it means to build infrastructure for 2050—not just in terms of scale, but...

The post Building Tomorrow’s Infrastructure: Systems Thinking for the Age of AI and Electrification appeared first on Cleantech Group.

Growth Energy, the nation’s largest biofuel trade association, issued the following statement after the House passed its budget reconciliation bill:  

“We’re grateful to our champions on Capitol Hill who have worked hard to preserve and extend rural priorities, like the 45Z clean fuel production tax credit. This budget reconciliation package would give farmers and ethanol producers the freedom and flexibility to deliver for the American people. It ultimately delivers on the President’s agenda—it’s good for rural communities, good for innovation, good for investment, and good for American energy dominance,” said Growth Energy CEO Emily Skor. “We urge the Senate to protect the 45Z tax credit and get this bill onto the President’s desk, so we can unlock billions of dollars of investments in new markets for farmers and U.S. clean energy innovation.” 

 

The post Growth Energy Applauds House Passage of Budget Reconciliation Bill  appeared first on Growth Energy.

 

The world's first all-electric, zero-emissions passenger vessel conducted an emergency evacuation of hundreds of passengers on Tuesday after smoke was spotted coming from a battery compartment. No one was injured, and the operator believes that it has identified the fault. 

On Tuesday afternoon, the all-electric tour boat Future of the Fjords was under way on the Aurlandsfjord, near Onstad, Norway. At about 1533 hours, the crew notified the regional emergency response center that there was smoke coming from a battery room. As a precautionary measure, the crew returned to the pier and began evacuating all 300 passengers on board. The vessel was emptied out by 1600, according to NRK, with no injuries reported.

The local fire department responded to the scene and treated it as a high-priority incident, given the risk of serious escalation if a lithium-ion battery bank were to catch on fire. Battery fires produce noxious smoke and high heat, and they are difficult to extinguish. A firefighting team entered the compartment and determined that the situation was under control, and they ventilated the space to clear out smoke. 

“The potential in such incidents is dramatic,” fire team leader Tor Mikkel Tokvam told state radio outlet NRK. “When something like this happens, we take it very seriously.”

On Wednesday, the vessel's operator told local outlet Firda that the problem had been identified: a capacitor in an electrical panel had shorted out and overheated, producing smoke without starting a substantial fire. 

Future of the Fjords is a 2018-built, carbon fiber-hulled tour vessel with a capacity of 400 passengers. It was the first all-electric passenger vessel ever delivered. On a full charge, it is capable of speeds of up to 16 knots for up to 2.5 hours. It recharges with shore power in as little as 20 minutes (with a specialized docking system).

Top image: Future of the Fjords (Saertex / CC BY SA 4.0)

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, has signed an agreement with Mitsui O.S.K. Lines, Ltd. (MOL) to upgrade its fleet from Fleet Xpress (FX) service to Inmarsat’s NexusWave. This fleet-wide transition to NexusWave will allow MOL to benefit from Inmarsat’s fully managed bonded connectivity service and accelerate the digitalisation strategy of the leading Japanese shipping company. Local Inmarsat partner JSAT MOBILE Communications will be responsible for implementing and supporting the upgrades on board, covering a fleet that includes liquefied natural gas (LNG) carriers, oil tankers, and car carriers.

In response to evolving operational and crew connectivity needs, MOL is seeking multi-layered satellite communications services that support the transformation of its vessels into floating offices and homes. By combining multiple network underlays in one bonded connection, Inmarsat NexusWave delivers the speeds, reliability, unlimited data, and global coverage to support this objective, with enterprise-grade cyber-security, round-the-clock technical support, and fully transparent costs ensuring complete peace of mind.

Junichi Yoshiyama, Chief Digital & Information Officer, Mitsui O.S.K. Lines, Ltd., said: “Our digitalised and connected ships are becoming floating operations centres and homes for our crew, and Inmarsat’s NexusWave will help keep them connected to high-speed internet and support our onboard digitalisation strategy.”

Ben Palmer, President, Inmarsat Maritime, said: “We are proud to continue our partnership with MOL and to deliver NexusWave as an accelerator of maritime digitalisation and, by extension, an enabler of the floating office and floating home. Forward-thinking operators like MOL are drawn to the solution for its performance, robust capabilities, and the confidence that comes from working with a reliable maritime connectivity partner.”

Katsuaki Koike, CEO of JSAT MOBILE Communications, added: “MOL, JSAT, and Inmarsat have been long-term partners, and this collaboration further underscores our commitment to providing cutting-edge connectivity solutions. We are dedicated to supporting MOL’s digital transformation journey and look forward to ensuring seamless and reliable installations across MOL vessels.”

In recent real-world tests, NexusWave achieved download speeds of up to 330–340 Mbps, upload speeds of up to 70–80 Mbps, with average network availability exceeding 99.9%. As part of Inmarsat’s commitment to continuous improvement, the forthcoming integration of the next-generation ultra-high capacity, high-speed ViaSat-3 Ka-band network promises to increase NexusWave’s aggregated connectivity speeds even further.

 

Brazilian regulators have approved MSC's planned takeover of Wilson Sons, paving the way for the sale's closing. 

Last October, MSC announced plans to buy a 56-percent stake in Wilson Sons from Ocean Wilson Holdings, which had been rumored to be considering a sale since at least 2023. At least one other firm considered placing a bid, but MSC ultimately secured a deal at a price of $760 million. Once the purchase is completed, MSC will launch a public tender offer for the remaining shares in the company, bringing the total transaction value to about $1.35 billion. 

Wilson Sons has been in business in Brazil's ports and towage industry for more than 180 years, and has interests spanning the full breadth of the nation's maritime sector. It has Brazil's largest tugboat fleet, nearly two dozen offshore vessels, two offshore-industry terminals, a container terminal JV, two shipyards, a freight logistics division and a shipping agency, among other assets. The purchase would dovetail with MSC's acquisition of Brazilian coastwise carrier Log-In Logistica in 2021, giving it a foothold in Brazil's cabotage trade. 

It is one of a string of acquisitions that the Aponte family - owners of MSC and Terminal Investment Limited (TIL) - is looking to add to its global ports portfolio. On Thursday, Hong Kong-based ports giant CK Hutchison confirmed that TIL is leading a consortium to buy out Hutchison's global container terminal network, amounting to more than 40 terminals. The transaction is said to be worth about $23 billion - assuming that Hutchison can overcome opposition from Chinese regulators.