Chinese EV sports coupe with 429 hp launches April 15 with a $41,300 starting price.
JMEV01 tips scales at 3,009 lbs, significantly lighter than MG Cyberster flagship variant.
Distinctive retro design echoes Tesla Roadster and Lancia Stratos styling cues throughout.
With a constant stream of electric vehicles pouring out of China , trying to keep track of them all is starting to feel like a full-time job. There’s always something new vying for attention, but every now and then, one stands out from the crowd. One of the more intriguing entries, a lightweight electric sports car that first appeared back in 2022 as the SC-01, is now resurfacing—this time ready for production.
Recently rebranded as the JMEV01, the coupe is finally set to hit the Chinese market on April 15, after spending some time under the radar. Visually, it lands somewhere between the Tesla Roadster and a Lancia Stratos, which is no bad thing.
The SC-01 was originally the brainchild of a startup called Small Sports Car (SSC), but it has since found a new identity under the JMEV brand. JMEV itself is part of Jiangling Motors Corporation (JMC), a Chinese automaker that was once partnered with Renault—at least until the French walked away from the joint venture in 2023. Now, the project is getting financial backing from Xiaomi, as CarnewsChina reports. Welcome to the overlapping Venn diagram that is the Chinese EV industry.
Prices for the JMEV01 are expected to start under 300,000 yuan, or roughly $41,300, and the official launch is scheduled for mid-April.
At a time when most EVs seem to double as workout equipment for suspension engineers, the JMEV01 represents a welcome change. It’s underpinned by a tubular spaceframe chassis and reportedly tips the scales at just 3,009 lbs (1,365 kg). To put that into perspective, the similarly sized MG Cyberster weighs 4,376 lbs (1,985 kg) in its flagship guise, so JMC has clearly done some clever things to keep the weight down.
Range and Performance
We don’t yet have specifics on the battery pack’s capacity, but we do know it’s being sourced from CALB and is expected to deliver up to 323 miles (520 km) of range on the CLTC cycle. That energy feeds a pair of electric motors producing a combined 429 hp (320 kW), good for a 0–62 mph (100 km/h) sprint in just 3.9 seconds.
The exterior design of the JMEV01 is something to behold. In a world where many EVs look unnecessarily futuristic and are dominated by smooth surfaces and curved lines to aid in aerodynamics, this sports car looks more traditional, and is all the better for it. The front end includes sharp headlights with black surrounds, a large grille and air intakes, and a clamshell-style hood.
From the rear three-quarter angle, the Lancia Stratos inspiration becomes impossible to miss. The JMEV01 features a flat decklid, a tidy lip spoiler, circular taillights, and a blacked-out bumper—details that give it the look of a rally icon filtered through Chinese lens.
It’s still too early to say whether the JMEV01 will live up to its promise, but on paper, it’s ticking a lot of the right boxes. If nothing else, it’s proof that not every EV coming out of China has to be a 5,000-pound tech pod shaped like a jellybean with lightbars.
Ford’s patent shows a simulated shifter made to mimic traditional gear-changing motion in EVs.
The system uses actuators and motors to recreate the tactile feedback of an H-pattern gearbox.
While Ford patented the system, there’s no guarantee it will enter future production models.
For anyone even vaguely familiar with the current landscape, it’s clear that electric vehicles have quietly taken over the sensible side of driving. They’re smooth, quiet, efficient, and for most people, that’s exactly what daily driving should be. But for enthusiasts? Well, the story’s a little different. Most EVs just don’t hit the same nerve as a manual-equipped ICE car screaming through its rev range. Automakers know this too, and they’ve started tinkering. Ford, it seems, is the latest to join the “manual EV” experiment.
Toyota has been working on a simulated manual transmission for future EVs since at least 2022, and Hyundai has famously replicated a dual-clutch transmission in the popular Ioniq 5 N. Now, a recently published patent from Ford shows that it, too is developing a fake stick shift designed for EVs.
The application, first filed in the US back in September 2023 before being published on March 20, surfaced publicly a couple of weeks ago, catching the attention of Jalopnik. It describes and depicts a shifter that uses several actuators, vertical drive posts, vertical guide posts, and motors to simulate gear shifts. While that all sounds very complex, what it means is that the shifter could be configured to simulate any kind of H-pattern ‘box with different numbers of fake gears. In theory, the setup could also allow for simply sequential up and down shifting.
This isn’t just a novelty, either. Ford also mentions the use of haptic feedback to give drivers a more tactile experience. The patent even acknowledges the elephant in the room: EVs just don’t provide the same kind of physical connection that drivers get from combustion-powered cars. As Ford puts it, electric vehicles “lack operator to vehicle physical feedback that is advantageous in conventional motor vehicles.”
Will It Ever Hit the Road?
Of course, despite Ford making this patent application over 18 months ago, there’s no guarantee it will bring it into production. Adding a fake shifter would only make sense if the EV itself is a sporty model. After all, no one is going to buy an Explorer EV with a stick shift. However, if Ford does decide to eventually launch a true electric Mustang (not like the Mach-E…), or perhaps an electric hot hatch, it could be well-suited to a shifter like this. Until then, it’s likely a clever idea stuck in the theoretical lane.
Rare Rimac Nevera appears for sale with bidding already past the $1 million mark
Original MSRP hovered near $2.3 million though final price may end up much lower.
Four electric motors produce 1,813 hp and launch the EV to 60 mph in 1.85 seconds.
It’s not every day that a multi-million-dollar electric hypercar pops up for sale in a public auction, but here we are. When your average crossover feels like the automotive equivalent of waiting in line at the DMV, something like a Rimac Nevera is more like flying private through a lightning storm with a jetpack.
Now, super-high-end cars aren’t accessible the way a Dodge Hornet is. They’re so desirable that wait lists often span years, not months. The Rimac Nevera is that sort of car, and while there are some questions about how popular it really is amongst 1-percenters, there’s no doubt that it’s a halo car. It makes over 1,800 horsepower, initially cost more than $2 million, and has looks to kill. Now, we’re about to see how much one goes for on the open market.
This particular example is a 2023 model, finished in a striking blue pearlescent paint and outfitted with blue leather upholstery and staggered 20-inch wheels. Like every Nevera, it uses four independent electric motors, each paired with its own gearbox. A 120 kWh battery pack powers the system, delivering a combined output of 1,813 horsepower. Rimac claims it can rocket from 0 to 60 mph (96 km/h) in just 1.85 seconds and cover the quarter mile in a barely believable 8.6 seconds.
Bringing it back to reality, six-piston calipers and electro-hydraulic CCM-R brakes handle stopping duties, while electronically adjustable dampers help keep the ride composed.
Beyond the Numbers
Photos BaT
What really stands out about it, beyond its insane performance, is the attention to detail. Befitting of a seven-figure car, it seems that every centimeter is all but perfect. The carbon fiber weave looks stunning, the door openings are large for easy ingress and egress, and the touch surfaces look like a pleasure to manipulate.
The previous owner is associated with the YouTube-famous Triple F Collection. You can watch this same car on their channel. The odometer shows 1,371 miles, and the car comes with its original window sticker indicating a price of €2,136,000 or roughly $2.3 million. The high bid on Bring a Trailer right now is $1,155,000.
That said, it wouldn’t be surprising if the car doesn’t sell at auction. Sometimes, a top bid on an auction site like Bring A Trailer just means the buyer has earned the chance to negotiate. If both parties can agree on a final number, it might sell off the platform after the auction ends.
Either way, it’s worth keeping an eye on. This is the fastest electric production car in the world, and it’s not every day you get to see one up for grabs—let alone watch people try to name their price.
The Taycan Turbo GT Weissach is Motor Trend’s quickest accelerating car ever tested to date
The Porsche outpaced the Tesla Model S Plaid, Lucid Air Sapphire, and Ferrari SF90 Stradale
It set the fourth-fastest lap time ever on the magazine’s figure-eight handling course.
Electric cars are no longer just about efficiency—they’re turning into full-blown performance monsters. Sure, the Xiaomi SU7 Ultra Ultra may have nabbed some bragging rights by edging out the Taycan Turbo GT at a few tracks, but make no mistake: Porsche’s flagship EV is still an absolute weapon. Not only does it offer insane acceleration, but it is equally as impressive in braking and handling, as Motor Trend recently discovered.
While testing the Taycan Turbo GT in flagship Weissach guise, which ditches the rear seats, Motor Trend recorded an astonishing 0-60 mph (96 km/h) time of 1.89 seconds with its typical one-foot rollout procedure. This works out to be 2.10 seconds without rollout. To put that into context, that 1.89-second sprint is not only 0.05 seconds quicker than the standard Taycan Turbo GT, but it’s also 0.18 seconds ahead of the Tesla Model S Plaid, no small feat. Even the four-door Taycan Turbo GT previously tested by MT outsprinted the Tesla to 60 mph.
Faster Than Fast
This acceleration places the Porsche ahead of some seriously elite competition. It beats the Ferrari SF90 Stradale Assetto Fiorano’s 2.10-second time and edges out the Lucid Air Sapphire’s 2.16-second figure. In fact, it’s now the fastest-accelerating car MotorTrend has ever tested in its 76-year history.
Motor Trend’s quarter-mile time is perhaps even more impressive. The electric Porsche stormed down the drag strip in just 9.23 seconds at 150.1 mph. That only trails the Lucid Air Sapphire that’s set a 9.21-second quarter-mile at 157.1 mph. As the model’s various lap records show, it also handles extraordinarily well and is the quickest sedan tested around the publication’s figure-eight testing course.
In the test, the flagship electric Porsche set a time of 21.86 seconds, pulling an average of 1.03g. This is the fourth-quickest time ever recorded, and only a hundredth of a second behind a Chevrolet Corvette Z06 with the Z07 Pack, and was close to the Ferrari 296 GTB and McLaren 765LT.
Braking performance is just as impressive. The Taycan Turbo GT Weissach came to a halt from 60 mph in just 93 feet. And when it’s time to recharge, the EV is equally efficient, needing only 19 minutes to go from 5% to 80% using a high-speed charger.
At What Cost, Though?
The example tested had a sticker price of $233,395. There’s no doubt that’s a lot of money, particularly compared to the $94,900 commanded by the Tesla Model S Plaid, although it’s more affordable than the $250,575 Lucid Air Sapphire.
Ford registration data for Q1 shows Mustang Mach-E sales grew 21 percent.
Sales of gas-powered Mustangs sank by almost 32 percent in the same period.
The Bronco, Ranger and F-series were winners; Maverick and Explorer lost out.
Remember the outcry from enthusiasts when Ford unveiled the Mach-E in November 2019? They were worried Ford wanted to replace the iconic pony car with an EV but the automaker assured them that wasn’t going to happen. Five and half years later, however, fresh data from Ford shows it’s now the Mach-E that’s the sales winner and the gas-powered car that’s the niche proposition. Are we looking at the end of the road for the ‘real’ Mustang?
Ford’s registration figures reveal Mach-E sales grew 21 percent in Q1 2025 versus Q1 2024, the total number of deliveries jumping from 9,589 to 11,607, no doubt helped by incentives and the threat of federal tax credits going away. Still, that’s a healthy gain. While that was happening sales of the classic Mustang slid by 31.6 percent, dropping from 13,707 to 9,377. That means the Mustang EV is now more popular than the gas car, and by a wide margin.
So modern electric vehicles good, retro-style gas cars bad, right? It’s not quite that simple, because sales of Ford’s F-150 Lightning EV dropped 7.2 percent in Q1 to 7,187 units, and Bronco registrations blew up by 35.4 percent to 32,595 units. The Bronco is now almost as popular as the more affordable Bronco Sport (33,363; up 5.7 percent) and Escape (37,357; up 2.1 percent).
Ford’s (combustion) F-series trucks also increased their sales by a whopping 24.5 percent to 190,389, helping Ford truck deliveries boom by 15 percent. But that wasn’t enough to prevent total sales of Ford-branded vehicles dropping 1.2 percent to 477,560 in the first quarter. Lincoln sales, by the way, dropped 4.7 percent to 23,731.
It’s said that the definition of madness is doing the same thing over and again and hoping for a different result. And it’s looking like Ford’s new-for-’24 Mustang didn’t really offer anything meaningfully new to help keep interest high. Sure, the $325k GTD is entering new territory, but the regular models didn’t.
Which isn’t to say they’re bad cars. We just drove a Mustang GT and found it great fun. But the sales figures prove buyers are looking elsewhere for their kicks at a time when the Mustang has almost no direct opposition, its Dodge (ICE) and Chevy rivals having both been axed.
What do you think is the answer to Ford’s Mustang sales crisis? Is it more power for the base cars, more frugal engines, a four-door coupe or maybe a lifted crossover body? Or should Ford have retired the Mustang at its 50th birthday and focused exclusively on improving the Mach-E and extending its family?
Canoo filed for Chapter 7 bankruptcy after burning through hundreds of millions in losses.
Harbinger alleges the asset sale unfairly benefited Canoo’s CEO without proper valuation.
The sale may include trade secrets tied to an ongoing lawsuit between the two firms.
It’s not unusual for a flashy EV startup to crash and burn, but Canoo’s spectacular flameout has been anything but clean. After filing for Chapter 7 bankruptcy in January and halting operations entirely, the company is now tangled in a messy dispute that involves hidden assets, questionable sales tactics, and accusations that its CEO may have gotten a little too good of a deal.
Last Friday, electric trucking startup Harbinger filed a formal objection to the sale of Canoo’s assets to its boss, claiming the sale process “unfairly favored Mr. Aquila.” According to the objection, Canoo failed to disclose certain assets acquired from another failed EV startup—Arrival—and the bankruptcy trustee approved Aquila’s purchase without securing an independent appraisal or even marketing the assets to outside buyers.
Allegations of Hidden Assets and Insider Deals
The situation gets murkier. Harbinger also alleges that Canoo listed some assets that it didn’t actually own for sale. While Harbinger did not specify what these assets were, it says that the access granted to the virtual data room for potential bidders when it considered buying the assets allowed them to make this determination, as first reported by TechCrunch.
The sale of Canoo to its CEO also includes a very important clause. Canoo sued Harbinger in 2022, claiming many of its former employees had stolen trade secrets that were used to create Harbinger. This lawsuit is still ongoing, and through the purchase, Aquila will personally benefit from any settlement that Harbinger may have to pay.
In the complaint, Harbinger notes that the former boss is buying unidentified ‘trade secrets’ from Canoo, “but Mr. Aquila alone supposedly knows what those trade secrets are.” It adds that “a process where only one bidder – an insider – has the ability to identify the assets offered for sale and their value is not a fair process.”
Even before the bankruptcy, Canoo’s financials read like a startup horror story. Since its founding in 2017, the company generated almost no revenue and racked up hundreds of millions in losses. In 2022 alone, Canoo reported a staggering $488 million loss, followed by $303 million in 2023. The first half of 2024 added another $118 million to the bonfire. For comparison, Canoo reported zero revenue in 2022 and just under $900,000 in 2023—a rounding error in the EV world.
More power options are coming soon to the large school bus space as Cummins prepares to launch a second gasoline engine option for the market and its long-awaited successor to the 6.7-liter diesel engine.
The gasoline or octane engine will be in full production next January, with the new B7.2 diesel engine available January 2027, the company announced earlier this month. The new gasoline engine will be available January 2026.
Both engines are the initial launches of Cummins’ HELM, or Higher Efficiency, Lower emissions and Multiple fuels, platform. The engine lineup is referred to as “fuel agnostic,” the base engine remains the same, but the fuel heads can be swapped for diesel, gasoline and eventually CNG.
Currently, the school bus industry only has one choice in gasoline and propane, that being the ROUSH CleanTech auto-gas system for Blue Bird.
Cummins originally planned on adding a propane offering on its HELM platform but announced last year it would forego that option.
The B7.2 meets the upcoming EPA Greenhouse Gas Emissions Phase 3 rule set to go into effect in 2027. The company said will emit approximately 85 percent less NOx and 50 percent less PM than 2010 model year diesel engines. In an overview provided to School Transportation News, Cummins explained that lower GHG result from the clean-sheet base engine and optimized components.
“One of the most significant changes is the increase in peak cylinder pressure capability, allowing us to extract the energy from the fuel more effectively,” the overview states. “As greenhouse gas emissions are directly proportional to fuel burned, the improvements made to improve GHG emissions also save fuel, reducing the operating costs of the new B7.2.”
The diesel will also be compatible with automatic engine shutdown and stop-start systems that can lower fuel consumption as well as GHG.
Courtesy of Cummins.
On a recent episode of the School Transportation Nation podcast recorded at STN EXPO East, Francisco Lagunas, general manager of the North America bus segment at Cummins, said the B7.2 diesel engine will provide a wider range of torque as the company address the various duty cycles of its customers and the environmental condition they operate in.
“There are big differences north to south, coast to coast. Cummins focuses on reliability and what’s best for the customer,” he added.
This includes ACUMEN that provides access and connectivity to a range of applications for , digital insights.
“Customers can utilize these detailed tools to enhance the driving experience including predictive capabilities and over-the-air features that will reduce visits to the shop, increase uptime and minimize the operations,” Lagunas continued. “It will also take advantage of options like compression brake or extend the oil drain intervals.”
Meanwhile, Lagunas said the new octane engine available next year will provide diesel-like performance for both reliability and durability. He added that fleet operators can expect 10 percent improved fuel economy based on the duty cycle.
CONCORD, N.C. – Expert panels presented by major school bus manufacturers at the Green Bus Summit centered on the theme of industry flexibility and resilience amid questions about the future of federal funding.
Blue Bird: The Right Bus for the Right Route: Managing Mixed Fleets
Tom Hopkins, business development manager for ROUSH CleanTech, speaks during a Green Bus Summit panel at STN EPXO East 2025.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, oversees a fleet of 5,620 electric, propane, gasoline and diesel school buses. Electric school buses, he said, are purchased using government funding, operate on shorter metro routes, and are placed on routes where depot facilities already have power on site. Propane has been good for the state because of reduced maintenance costs and gasoline buses are used sparsely in more remote areas.
No matter the fuel, he said good working relationships are needed with districts so implementation goes smoothly.
Stephen Whaley, eastern alternative fuels manager for Blue Bird, reviewed the current powertrain energy options of diesel, gasoline, propane and electric as well as their acquisition price tags and approximate range. Most school bus down time results from diesel aftertreatment requirements, he reminded.
Over 2,000 Blue Bird electric school buses are deployed in 42 U.S. states and four Canadian provinces, shared Brad Beauchamp, the OEM’s EV product segment leader. “We’re continuing to evolve this product to give you better range,” he confirmed.
He added that a DC fast charge solution is better than Level 2 AC, but a yard planning option is best for long-term fleet electrification goals.
Tom Hopkins, business development manager for drivetrain manufacturer and longtime Blue Bird propane partner ROUSH CleanTech, reviewed the cost savings that buses running on safe, clean, domestically produced, affordable propane Autogas produce compared to diesel.
Whaley reviewed the easy-to-implement and scalable propane infrastructure. While alternative fuel tax credits are generally available, he said he’s not sure they will be renewed by Congress. Even without those incentives, those fueling and maintenance cost savings add up to a savings over diesel, he added.
Real-time Visual Notes created by Ink Factory.
CowFartBus: A Zero Carbon Alternative for Existing Diesel Buses
Robert Friedman, managing director for CowFartBus, speaks during a Green Bus Summit session at STN EXPO East 2025.
Robert Friedman, managing director for CowFartBus powered by Demi Diesel Displacer and Neufuel, explained the company’s mission of converting existing diesel school buses to run on one tank of renewable natural gas (RNG) and another of diesel. There’s no compromise in vehicle or fleet logistics and no need to buy new buses, he said.
He added that Renewable natural gas fueling pressure is lower than regular CNG, so the affordable filling station is simply 2-feet by 2-feet. The bus can still run solely on diesel, if needed. He explained that 26 buses can be converted to CowFartBus for the price of one new electric school bus, resulting in optimal sustainability.
Friedman confirmed the refitted buses’ durability in harsh altitude and weather conditions, as they are being used in multiple districts including Eagle County School District in Colorado, which has six of these buses and is adding eight more with plans to convert the whole fleet.
“We’ve been so happy with this system and see the promise in it,” said Joe Reen, the district’s executive director of operations.
He relayed that the budget is tight with a driver shortage necessitating that 20 buses each run about 100 miles a day in rapidly changing altitude and weather conditions. But the buses do not experience power loss. Even 30-year bus drivers like them, he shared.
Some community members desire greater environmental sustainability while others want cost savings, and CowFartBus hits both those points, he said. It was a good alternative for his district, Reen added, since electric doesn’t work for their region.
“There’s not a single silver bullet,” Friedman agreed.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, oversees transportation of 170,000 students a day on 5,620 buses with an average route length of 70 miles, consuming 11 million gallons of fuel per year. He said a big draw for the state was that the RNG complements diesel but doesn’t replace it. Charleston School District near the coast is currently running two CowFartBuses, and Patrick said he is looking to acquire 50 more.
Both districts reported high satisfaction levels from the drivers, which is good news for driver retention efforts.
Friedman recommended converting older buses if manufacturer warranty is a concern but confirmed that CowFartBus covers the warranty on buses they convert. “Our longest running bus has 800,000 miles on it,” CowFartBus Director Sam Johnson added.
An IC Bus session on maintenance tools at the Green Bus Summit during STN EXPO East 2025.
Regional Sales Manager Marc Trucby reviewed updated aspects of OnCommand Connection, a platform that comes standard on all IC buses since 2023 and collects vehicle health data through factory or aftermarket telematics devices.
He also shared information about a prospecting tool that helps districts find green bus funding and a partnership with Sourcewell for streamlining the RFP and bid process.
Gregory Baze, IC’s national account manager for parts, discussed the Repairlink solution that is designed to provide school bus repair shops with 24/7 online parts ordering. It gives technicians an easy way to connect with dealers and suppliers for fast, accurate parts sourcing and communications.
The new addition helps school bus technicians more efficiently search for and reorder the parts they need from a larger inventory selection, he explained. A VIN-based catalog, saved shopping carts, price comparisons and coupon discounts are additional benefits.
“You are essentially your own dealer looking up your parts,” he said.
Attendees asked about various aspects of placing orders and Baze provided details on how school bus mechanics and technicians can do so.
For security purposes, districts can only enter information for school buses they own and operate and save the data into the system so they can shop by bus for any specific parts it needs. Baze confirmed that contracted buses are also eligible for Repairlink and that customer service can work with districts to complete this.
“We do a lot beyond buses,” Baze concluded.
Real-time Visual Notes created by Ink Factory.
Thomas Built Buses: ICE – The Future Outlook for Traditional & Alternate Fuels in School Buses
Francisco Lagunas, the North America bus segment general manager for Cummins, and Daoud Chaaya, vice president of sales, aftermarket and marketing for Thomas Built Buses, speak during a Green Bus Summit session at STN EXPO East 2025.
Thomas Built Buses General Sales Manager Jim Crowcroft stated that diesel is still very much a part of the school bus landscape.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, shared that his fleet is over 80 percent diesel due to needed range. It also contains over 500 propane buses, which he said have about half the range but lower operating costs and fewer maintenance issues. While his electric school buses (ESBs) come with range concerns, he said that district collaboration is key to improvement.
Amidst upheavals in the U.S. Environmental Protection Agency and federal government funding, the panelists reiterated OEM commitment to both ICE and electric options to serve customer needs.
“It’s our job to learn what your goals are and support you though it, whether you’re looking at diesel or other alternative fuels,” said Kelly Rivera, general manager for school bus dealer Carolina Thomas.
Daoud Chaaya, vice president of sales, aftermarket and marketing for Thomas, said he sees diesel and octane as a bridge to greater sustainability until ESB Total Cost of Ownership and price parity are achieved. Cummins’ Francisco Lagunas, the North America bus segment general manager, noted that the company’s octane engine will be available by January 2026 and the B7.2 diesel engine by January 2027.
Chaaya said that despite uncertainty in government funding, several U.S. states indicate a firm commitment to school bus electrification, plus both the knowledge and support networks are only growing stronger.
“By the end of the year a lot more clarity will come around,” he predicted.
Rivera pointed out that diesel buses are now being manufactured with cleaner engines by default. Lagunas added that manufacturing cleaner diesel buses increases their price while ESB manufacturing is becoming cheaper as that product improves.
“We need to diversify,” he said of OEMs.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, and Francisco Lagunas, the North America bus segment general manager for Cummins, speak during a Green Bus Summit session at STN EXPO East 2025.
Patrick spoke to the importance of proactive training when rolling out school buses with a different fuel or energy source than technicians are used to.
Chaaya confirmed that dealers and school districts are all included in the collaborative decision on what an OEM manufactures. “We want to thrive, not just survive in this ecosystem,” he said.
The panelists agreed that clarity, communication and speedy dialogue with the EPA is helpful for unified, stable OEM decisions and concrete answers to districts. “In absence of decision making, rumors and anxiety run wild,” Chaaya commented.
The speakers also expressed optimism for the future as student transporters are a resilient group. “It’s a really exciting time to be in student transportation as there are lots of products out there to meet your challenges,” Rivera concluded.
Susan Crawford’s win in Tuesday’s record-smashing Wisconsin Supreme Court election paves the way for the court’s liberal majority to continue to flex its influence over state politics.
The Dane County Circuit Court judge’s victory guarantees that liberals will control the court until at least 2028.
The Wisconsin Supreme Court is at the center of state politics. It has been since 2020, when it denied Donald Trump’s attempt to overturn the 2020 presidential election, and has continued to make headlines — especially since flipping to liberal control in August 2023.
For the past two years, Justices Rebecca Dallet, Jill Karofsky, Janet Protasiewicz and Ann Walsh Bradley — who collectively make up the court’s liberal majority — have flexed their authority and remade Wisconsin’s political landscape. Crawford, who will be sworn in on Aug. 1, will replace the retiring Walsh Bradley, who has served on the high court for 30 years.
Here’s what Crawford’s victory could mean for some key issues.
1. Abortion rights
The Wisconsin Supreme Court seems poised to, in some form or the other, strike down the state’s 1849 abortion law — which bans almost all abortions in the state.
The court’s current justices in November 2024 heard oral arguments in the lawsuit challenging the statute. It was filed by Attorney General Josh Kaul in the days after Roe vs. Wade was overturned. The lawsuit asks the court to determine whether the 1849 law applies to consensual abortions. It also asks whether the 1849 ban was “impliedly repealed” when the Legislature passed additional laws — while Roe was in effect — regulating abortion after fetal viability.
A Dane County judge ruled in late 2023 that the 1849 statute applied to feticide, not consensual abortions. Abortion services, which were halted in the state after Roe was overturned, have since resumed.
Crawford’s opponent, conservative Waukesha County Circuit Court Judge Brad Schimel, argued during the campaign that the liberal majority was delaying its ruling in the case “to keep the 1849 law a live issue” in the race.
While working in private practice, Crawford represented Planned Parenthood of Wisconsin in litigation related to abortion access.
Crawford’s victory on Tuesday ensures the court’s upcoming ruling is likely to remain intact — at least for now — meaning abortion will remain legal in Wisconsin.
2. Congressional redistricting
The liberal majority’s decision to throw out the state’s Republican-gerrymandered legislative maps, breaking a GOP lock on the state Legislature, has been its most influential ruling since taking power. As a result, Democrats picked up 14 seats in the Assembly and state Senate in 2024 in a good Republican year nationwide.
However, during the same time period, the high court denied a request to reconsider the state’s congressional maps without stating a reason. The maps were drawn by Democratic Gov. Tony Evers, but under a “least change” directive from a previous conservative court, so they remained GOP-friendly. But in the liberal court’s legislative redistricting decision, it overturned the “least change” precedent. Crawford’s victory opens a window for Democrats and their allies to once again challenge the maps, potentially using the argument that the current lines were drawn under rules that have since been rejected.
The future of the congressional districts were a key issue in this year’s state Supreme Court race.
Wisconsin Supreme Court Justice-elect Susan Crawford, left, celebrates alongside Justice Rebecca Dallet after her win in the spring election on April 1, 2025, in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
Elon Musk, who spent some $20 million to boost Schimel’s candidacy, said at a rally in Green Bay last weekend that a potential redrawing of the maps is what made the race so important.
He called Tuesday’s election “a vote for which party controls the U.S. House of Representatives.”
Democrats have pushed a similar idea.
The Democratic leader in the U.S. House, Rep. Hakeem Jeffries, last week called Wisconsin’s congressional lines “broken.”
“As soon as possible we need to be able to revisit that and have fairer lines,” he said during an event with DNC Chair Ken Martin. “The only way for that to be even a significant possibility is if you have an enlightened Supreme Court.”
Crawford’s win makes the court friendlier to a potential congressional redistricting lawsuit.
3. Labor rights
A Dane County judge ruled late last year that provisions of Act 10, a Scott Walker-era law that kneecapped public sector labor unions, violated the state constitution. Under the ruling, all public sector workers would have their collective bargaining restored to what it was before the law took effect in 2011.
The Wisconsin Supreme Court in February declined to fast-track an appeal in the case, meaning it must first be decided by a conservative branch of the state Court of Appeals, likely ensuring it won’t come before the high court before the end of the current term.
That means Crawford, who challenged aspects of Act 10 while working as a private attorney, will be on the court when it comes before the justices.
She didn’t answer directly when asked during the race’s only debate if she would recuse herself from the case. But she did note that the provision currently being challenged is different from the one she brought a lawsuit over.
“If the same provision that I was involved in litigating back in those early days was challenged again, I most likely would recuse,” she said.
But with conservative-leaning Justice Brian Hagedorn having already recused from the case, Crawford could step aside and liberals would still have the votes needed to overturn the law.
4. Environmental issues
The high court is currently also considering a case about enforcement of the state’s “Spills Law.”
Enacted in 1978, the law requires people or companies discharging a hazardous substance “to restore the environment to the extent practicable and minimize the harmful effects from the discharge to the air, lands or waters of this state.”
The lawsuit was filed by Wisconsin Manufacturers & Commerce, the state’s powerful business lobby, in 2021. It argued that the DNR could not require people to test for so-called “forever chemicals” contamination — and require remediation if they’re present — because the agency hadn’t gone through the formal process of designating the chemicals, known as PFAS, as “hazardous substances.” The court’s liberal justices seemed skeptical of WMC’s position during oral arguments in January.
WMC has been a perennial spender in state Supreme Court races. It spent some $2 million targeting Crawford during this year’s race.
Any forthcoming ruling in favor of the DNR is likely safe with Crawford on the court. She was endorsed during the campaign by Wisconsin Conservation Voters.
The Democratic-backed candidate for Wisconsin Supreme Court defeated a challenger endorsed by President Donald Trump and billionaire Elon Musk on Tuesday, cementing a liberal majority for at least three more years.
Susan Crawford, a Dane County judge who led legal fights to protect union power and abortion rights and to oppose voter ID, defeated Republican-backed Brad Schimel in a race that broke records for spending, was on pace to be the highest-turnout Wisconsin Supreme Court election ever and became a proxy fight for the nation’s political battles.
Trump, Musk and other Republicans lined up behind Schimel, a former state attorney general. Democrats including former President Barack Obama and billionaire megadonor George Soros backed Crawford.
The first major election in the country since November was seen as a litmus test of how voters feel about Trump’s first months back in office and the role played by Musk, whose Department of Government Efficiency has torn through federal agencies and laid off thousands of workers. Musk traveled to Wisconsin on Sunday to make a pitch for Schimel and personally hand out to $1 million checks to voters.
Crawford embraced the backing of Planned Parenthood and other abortion rights advocates, running ads that highlighted Schimel’s opposition to the procedure. She also attacked Schimel for his ties to Musk and Republicans, referring to Musk as “Elon Schimel” during a debate.
Schimel’s campaign tried to portray Crawford as weak on crime and a puppet of Democrats who, if elected, would push to redraw congressional district boundary lines to hurt Republicans and repeal a GOP-backed state law that took collective bargaining rights away from most public workers.
Crawford’s win keeps the court under a 4-3 liberal majority, as it has been since 2023. A liberal justice is not up for election again until April 2028, ensuring liberals will either maintain or increase their hold on the court until then. The two most conservative justices are up for re-election in 2026 and 2027.
The court likely will be deciding cases on abortion, public sector unions, voting rules and congressional district boundaries. Who controls the court also could factor into how it might rule on any future voting challenge in the perennial presidential battleground state, which raised the stakes of the race for national Republicans and Democrats.
Musk and groups he funded poured more than $21 million into the contest. Donald Trump Jr., the president’s eldest son, campaigned for Schimel in the closing weeks and said electing him was essential to protecting the Republican agenda. Trump endorsed Schimel just 11 days before the election.
Schimel, who leaned into his Trump endorsement in the closing days of the race, said he would not be beholden to the president or Musk despite the massive spending on the race by groups that Musk supports.
Crawford benefitted from campaign stops by Minnesota Gov. Tim Walz, the vice presidential nominee last year, and money from billionaire megadonors including Soros and Illinois Gov. JB Pritzker.
The contest was the most expensive court race on record in the U.S., with spending nearing $99 million, according to a tally by the Brennan Center for Justice. That broke the previous record of $51 million record, for the state’s Supreme Court race in 2023.
All of the spending and attention on the race led to high early voting turnout, with numbers more than 50% higher than the state’s Supreme Court race two years ago.
Crawford was elected to a 10-year term replacing liberal Justice Ann Walsh Bradley who is retiring after 30 years on the bench.
Wisconsin enshrines voter ID in state constitution
Wisconsin’s photo ID requirement for voting will be elevated from state law to constitutional amendment under a proposal approved by voters.
The Republican-controlled Legislature placed the measure on the ballot and pitched it as a way to bolster election security and protect the law from being overturned in court.
Democratic opponents argued that photo ID requirements are often enforced unfairly, making voting more difficult for people of color, disabled people and poor people.
Wisconsin voters won’t notice any changes when they go to the polls. They will still have to present a valid photo ID just as they have under the state law, which was passed in 2011 and went into effect permanently in 2016 after a series of unsuccessful lawsuits.
Placing the photo ID requirement in the constitution makes it more difficult for a future Legislature controlled by Democrats to change the law. Any constitutional amendment must be approved in two consecutive legislative sessions and by a statewide popular vote.
Voters wait in line and cast their ballots at the Villager Shopping Center during the spring election on April 1, 2025, in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
Republican legislators celebrated the measure’s passage.
“This will help maintain integrity in the electoral process, no matter who controls the Legislature,” Sen. Van Wanggaard, who co-authored the amendment, said in a statement.
Elon Musk, the world’s richest man, who is leading Trump’s efforts to shrink the federal government, also noted the outcome on his social media platform, X, saying: “Yeah!”
Wisconsin is one of nine states where people must present photo ID to vote, and its requirement is the nation’s strictest, according to the National Conference of State Legislatures. Thirty-six states have laws requiring or requesting that voters show some sort of identification, according to the NCSL.
State schools chief Jill Underly wins reelection over G0P-backed rival
Jill Underly, the Democratic-backed state education chief, defeated her Republican-aligned opponent, Brittany Kinser.
Underly will guide policies affecting K-12 schools as Trump moves to eliminate the U.S. Department of Education. Her second term comes at a time when test scores are still recovering from the pandemic, Wisconsin’s achievement gap between white and Black students remains the worst in the country and more schools are asking voters to raise property taxes to pay for operations.
Jill Underly, Wisconsin State Superintendent of Public Instruction, speaks to reporters following the State of Education Address on Thursday, Sept. 26, 2024, at the Wisconsin State Capitol in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
Wisconsin is the only state where voters elect the top education official but there is no state board of education. That gives the superintendent broad authority to oversee education policy, from dispersing school funding to managing teacher licensing.
Underly, 47, had the support of the teachers union in the general election after failing to secure it in the three-person primary. She also was backed financially by the state Democratic Party.
Underly, who was first elected as state superintendent in 2021, ran as a champion of public schools. Kinser is a supporter of the private school voucher program.
Underly’s education career began in 1999 as a high school social studies teacher in Indiana. She moved to Wisconsin in 2005 and worked for five years at the state education department. She also was principal of Pecatonica Elementary School for a year before becoming district administrator.
Kinser, whose backers included the Wisconsin Republican Party and former Republican Govs. Tommy Thompson and Scott Walker, previously worked for Rocketship schools, part of a national network of public charter institutions. She rose to become its executive director in the Milwaukee region.
In 2022 she left Rocketship for City Forward Collective, a Milwaukee nonprofit that advocates for charter and voucher schools. She also founded a consulting firm where she currently works.
Kinser tried to brand Underly as being a poor manager of the Department of Public Instruction and keyed in on her overhaul of state achievement standards last year.
Underly said that was done to better reflect what students are learning now, but the change was met with bipartisan opposition including from Democratic Gov. Tony Evers, who was previously state superintendent himself. Evers did not make an endorsement in the race.
High turnout leads to ballot shortage in Milwaukee
A voter enters Centennial Hall at the Milwaukee Central Library to vote on Election Day, April 1, 2025, in Milwaukee. (Kayla Wolf / Associated Press)
Unprecedented turnout led to ballot shortages in Wisconsin’s largest city Tuesday as voters cast ballots in “historic” numbers.
The race for control of the court, which became a proxy battle for the nation’s political fights, broke records for spending and was poised to be the highest-turnout Wisconsin Supreme Court election ever.
Early voting was more than 50% ahead of levels seen in the state’s Supreme Court race two years ago, when majority control was also at stake.
Seven polling sites in Milwaukee ran out of ballots, or were nearly out, due to “historic turnout” and more ballots were on their way before polls closed, said Paulina Gutierrez, the executive director of the Milwaukee Elections Commission.
Clerks all across the state, including in the city’s deep-red suburbs, reported turnout far exceeding 2023 levels.
A state race with nationwide significance
The court can decide election-related laws and settle disputes over future election outcomes.
“Wisconsin’s a big state politically, and the Supreme Court has a lot to do with elections in Wisconsin,” Trump said Monday. “Winning Wisconsin’s a big deal, so therefore the Supreme Court choice … it’s a big race.”
Crawford embraced the backing of Planned Parenthood and other abortion rights advocates, running ads that highlighted Schimel’s opposition to the procedure. She also attacked Schimel for his ties to Musk and Trump, who endorsed Schimel 11 days before the election.
The results of Wisconsin Supreme Court Justice-elect Susan Crawford’s victory over Waukesha County Circuit Court Judge Brad Schimel are shown at the Crawford watch party on April 1, 2025, in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
Wisconsin Supreme Court candidate Brad Schimel hugs supporters after making his concession speech Tuesday, April 1, 2025, in Pewaukee, Wis. (AP Photo/Andy Manis)
Schimel’s campaign tried to portray Crawford as weak on crime and a puppet of Democrats who would push to redraw congressional district boundary lines to hurt Republicans and repeal a GOP-backed state law that took collective bargaining rights away from most public workers.
Voters in Eau Claire seemed to be responding to both messages. Jim Seeger, a 68-year-old retiree, said he voted for Schimel because he’s concerned about redistricting.
Jim Hazelton, a 68-year-old disabled veteran, said he had planned to abstain but voted for Crawford after Musk — whom he described as a “pushy billionaire” — and Trump got involved.
“He’s cutting everything,” Hazelton said of Musk. “People need these things he’s cutting.”
What’s on the court’s agenda?
The court will likely be deciding cases on abortion, public sector unions, voting rules and congressional district boundaries.
Last year the court declined to take up a Democratic-backed challenge to congressional lines, but Schimel and Musk said that if Crawford wins, the court will redraw congressional districts to make them more favorable to Democrats. Currently Republicans control six out of eight seats in an evenly divided state.
Musk was pushing that message on Election Day, both on TV and the social media platform he owns, X, urging people to cast ballots in the final hours of voting.
There were no major voting issues by midday Tuesday, state election officials said. Severe weather prompted the relocation of some polling places in northern Wisconsin, and some polling places in Green Bay briefly lost power but voting continued. In Dane County, home to the state capital, Madison, election officials said polling locations were busy and operating normally.
Record-breaking donations
The contest is the most expensive court race on record in the U.S., with spending nearing $99 million, according to a tally by the Brennan Center for Justice.
Musk contributed $3 million to the campaign, while groups he funded poured in another $18 million. Musk also gave $1 million each to three voters who signed a petition he circulated against “activist” judges.
Elon Musk speaks at a town hall Sunday, March 30, 2025, in Green Bay, Wis. (Jeffrey Phelps / Associated Press)
Schimel leaned into his support from Trump while saying he would not be beholden to the president or Musk. Democrats centered their messaging on the spending by Musk-funded groups.
“Ultimately I think it’s going to help Susan Crawford, because people do not want to see Elon Musk buying election after election after election,” Wisconsin Democratic Party Chair Ben Wikler said Monday. “If it works here, he’s going to do it all over the country.”
Denise Jess walked into a Madison polling place on Saturday to vote early in person and encountered a familiar barrier: an absentee ballot envelope with a blank space for writing in her name, birthdate and address.
Jess, who is blind, chuckled along with her wife, who accompanied her to the polls. Who was going to do all that writing?
A poll worker quickly offered help, reminding Jess that she had the right to assistance. Jess, who is executive director of the Wisconsin Council of the Blind & Visually Impaired, knew she had those rights. But the moment still bothered her.
“It’s just a bummer,” she said, comparing voting with other tasks she performs independently, like identifying birds by ear, paying bills online, posting on social media, and grocery shopping. Voting is a constitutional right in Wisconsin and yet, she said, it remains far less accessible.
Other industries have prioritized accessibility because it benefits their bottom line, she said, but voting systems were not originally designed with accessibility in mind.
“We’re making strides,” she said, “but it’s still always, always about retrofitting and trying to catch up.”
Denise Jess uses an accessible voting machine during a test run at a Madison, Wis. polling place on March 29, 2025 (Courtesy of Denise Jess)
Jess’s experience illustrates a persistent tension in election policy: how to ensure both ballot security and accessibility for all voters. Electronic absentee voting is particularly nettlesome. Disability rights advocates have pushed for this option as a way for people with vision or other disabilities to vote independently, and in private, from home. But cybersecurity experts warn that current technology cannot guarantee that ballots returned electronically will be safe from hacking or manipulation.
Over a dozen other states provide fully electronic absentee voting for people with disabilities. In those states, voters with disabilities can receive a ballot electronically, mark it using a screen reader and return it electronically — similar to signing and returning a document electronically. Wisconsin isn’t one of them. Here, voters with disabilities must cast their votes on a paper ballot, or on an accessible voting machine at a polling place that prints out a paper ballot.
That means that voters who are visually impaired or unable to write must often rely on others to complete their ballots — undermining ballot secrecy, which is also constitutionally protected. During the COVID-19 pandemic, when many disabled voters were reluctant to visit the polls in person, Wisconsin’s rules presented an even bigger barrier.
Last year, four voters with disabilities, along with Disability Rights Wisconsin and the League of Women Voters of Wisconsin, filed a lawsuit seeking access to electronic absentee voting. A lower court initially granted some voters that option, but an appeals court paused and eventually reversed that order. The case is now before the Dane County Circuit Court.
Beyond the roughly dozen states that offer fully electronic voting, a few others, including Vermont, Michigan, Maryland, and Pennsylvania, allow voters with disabilities to fill out ballots electronically, but they have to print out the ballots and return them by mail, drop box, or in person. Verified Voting, a nonpartisan election technology group, promotes this option as a step forward for states wary of fully electronic voting.
That wouldn’t solve the issue for everyone, though. Jess pointed out that many blind voters don’t own printers, meaning they’d still face accessibility hurdles.
Security concerns haven’t been resolved
At a time of heightened concern over election security and integrity, some technology experts say fully electronic voting is still not ready to be used widely.
Between August 2021 and September 2022, the University of California, Berkeley, hosted a working group of election, technology and cybersecurity experts to discuss the feasibility of creating standards to enable safe and secure electronic marking and return technologies. The group found that widespread adoption of electronic return would require technologies that don’t currently exist or haven’t been tested.
A 2024 report by several federal agencies, including the Cybersecurity and Infrastructure Security Agency and the Election Assistance Commission, found that sending digital copies of ballots to voters is safe and that filling them out electronically is somewhat safe, but that returning them electronically adds significant security risks.
“Sheer force of will doesn’t suffice to solve this problem,” said Mark Lindeman, the policy and strategy director at Verified Voting. “There needs to be extensive technical innovations that we can’t just dial up.”
Lindeman said threats from electronic ballot return include the possibility that somebody hacks into the system and changes votes. One potential safeguard — having voters verify that their selections were received and counted correctly — remains unproven at scale, the UC-Berkeley working group said.
“That’s the fundamental technical tragedy at this stage of the game,” Lindeman said. “Paper ballots are obviously inconvenient for many voters. They pose real obstacles to voting, but we haven’t found a technical alternative to paper ballots that solves all the problems.”
Denise Jess chooses ‘path of least pain’
In Wisconsin, Jess chooses among three imperfect voting options.
She can vote on Election Day in her polling place, whose layout she has memorized, though it can get too busy for her comfort. She can vote using an accessible machine but still has to hand-sign the poll book, something she typically does with the assistance of a poll worker and a signature guide, a small plastic card with a rectangular cutout that frames the area where she has to sign.
Alternatively, she can vote absentee in person during the early voting period, but then she has to receive help with paperwork and navigating an unfamiliar polling place.
Or she can fill out an application online and vote by mail, which she avoids because she can’t fill out a paper ballot without assistance.
“It’s kind of like, what’s the path of least pain?” she said.
An ExpressVote machine is on hand at Madison West High School polling place during the spring election on April 1, 2025, in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
An ExpressVote machine is on hand at Madison West High School polling place during the spring election on April 1, 2025, in Madison, Wis. (Joe Timmerman / Wisconsin Watch)
For this Wisconsin Supreme Court election, given the potential for bad weather, she opted for early in-person voting at the Hawthorne Public Library, which isn’t her regular polling place.
“There’s enough consistency here at Hawthorne, but still there are surprises,” she said, sitting at a table at the library on Madison’s east side. “Even the simple navigation of going to the table to get the envelope, getting in line. They’re queuing people to wait behind the blue tape, which, of course, I can’t see.”
She could opt for more hands-on help from poll workers to speed up the process, but she said she sees her voting trips as a chance to learn more about the potential barriers for people with disabilities.
Some voters who are newer to vision loss or have more severe barriers can quickly become demoralized by the extra energy they need to put into casting a ballot, especially if poll workers aren’t trained or ready to help, she said.
“We’ve had voters say, ‘I’m not going back. I’m just not doing that again, doing that to myself,’ she said. “So then we lose a voter.”
If electronic voting were available, Jess said, she would do it a lot more often than voting in person because she wouldn’t have to depend on transportation or the weather.
“It would just be absolutely liberating,” she said. “I might still vote in-person at my polling place periodically, because I like my poll workers, and I always like to visit with them and give them kudos. But it would surely ease some stress.”
Alexander Shur is a reporter for Votebeat based in Wisconsin. Contact Shur at ashur@votebeat.org.
The Social Development Commission’s property corporation faces a foreclosure lawsuit for owing nearly $3 million in mortgage payments on its North Avenue buildings in Milwaukee, according to court records.
SD Properties Inc. is the tax-exempt corporation that owns the buildings of the Social Development Commission, or SDC.
Forward Community Investments Inc., a community development financial institution with Madison and Milwaukee offices, filed a complaint March 27 against SD Properties and SDC with the Milwaukee County Circuit Court.
SD Properties owes Forward Community Investments approximately $2.3 million in principal and interest for a 2020 construction mortgage and about $679,000 for a 2023 mortgage, for a total of just under $2.98 million, according to the complaint.
“FCI would be thrilled to see the critical services provided by CR-SDC return to the community,” said Ryan Zerwer, president & CEO of Forward Community Investments, in a statement. “However, the past 12 months, communication from SD Properties, Inc. has failed to provide sufficient information on actionable plans to fully resume operations and start meeting their financial obligations.”
William Sulton, SDC’s attorney, confirmed that SD Properties is in default on its mortgage payments.
“SDC has been in discussions with FCI about what kind of remedies they intend to pursue, so I guess it’s not a complete surprise,” Sulton said.
“I think the impact of the foreclosure case is it puts the North Avenue building at risk, and if there is no North Avenue building, then that is the majority of programs that SDC had in ’23.”
SDC also is listed on the lawsuit as a defendant as a guarantor for SD Properties.
Background and timeline
Forward Community Investments has been a lender to SD Properties since 2015 through its Community Development Loan Fund, which provides “financing to nonprofit organizations and community organizations for mission-focused projects that will work to reduce racial and socioeconomic disparities across the state of Wisconsin,” according to the complaint.
SD Properties entered into a construction mortgage on Jan. 22, 2020, of approximately $1.98 million plus interest, and then modified the agreement on July 22, 2020, to increase the total amount to $2.36 million.
In March 2023, SD Properties entered into a separate agreement in which it would owe about $665,000 and interest for a mortgage of five property parcels, which include the main office at 1730 North Ave., a warehouse at 1810 North Ave. and parking lots, according to court documents.
SD Properties defaulted on a “significant loan” in April 2024, according to Zerwer.
SD Properties also defaulted because it did not pay the entire amount of debt and interest owed for 2020 mortgage by the end date, or maturity date, of Dec. 22, 2024, according to the complaint.
Forbearance action stalled
Before the legal filing, Forward Community Investments presented SD Properties in the fall with a forbearance agreement, in which it would refrain from immediately collecting the obligations due from SD Properties, and revised it several times.
However, Zerwer said revisions on the agreement reached an impasse in March.
SDC board members discussed a “time-sensitive” resolution related to SD Properties at an emergency meeting on March 24 and decided to postpone taking action.
“We’ve been doing many strategic moves to prevent the foreclosure of this building and possibly a deficiency judgment against our Teutonia (location),” said Vincent Bobot, an SDC commissioner and chair of the SD Properties board, at the meeting.
“If there’s not a foreclosure, it means it’s still going to be drawn out and still take quite some time, but nevertheless, we want that time,” he said.
Board members planned to return to the item at a later meeting so they could discuss it directly with Sulton, who was not at the meeting.
The forbearance agreement would allow SD Properties to keep the North Avenue main office and the 18th Street warehouse, Sulton said, but SDC’s main issue now is having no funding.
“Even if we win the lawsuit, without any funding, we’ll just end up with another lawsuit down the road,” Sulton said.
Legal proceedings
SD Properties has retained attorneys from Kerkman & Dunn to represent it in the foreclosure case, Sulton said.
SDC and SD Properties have 20 days to respond to the summons and complaint before the case proceeds in court.
“We feel we have been patient and extended every opportunity to the leadership of SD Properties, Inc. to work in partnership with us to resolve the loan default,” Zerwer said. “In fact, we call upon SD Properties, Inc. to once again work with us on a forbearance plan.”
Public hearing Friday on SDC
The Wisconsin Department of Children and Families is hosting a public hearing on SDC’s designation as a community action agency from 11:30 a.m. to 1 p.m. on Friday, April 4.
The hearing will be held in the Milwaukee State Office Building, 819 N. 6th St., in Conference Rooms 40 and 45 on the first floor.
State Superintendent Jill Underly was reelected Tuesday, beating educational consultant Brittany Kinser to continue leading Wisconsin's Department of Public Instruction.
Dane County Judge Susan Crawford has won a seat on the Wisconsin Supreme Court, preserving liberals’ 4-3 majority after a hard-fought, highly politicized contest that attracted national attention and shattered spending records.
Wisconsin Attorney General Josh Kaul and Gov. Tony Evers announced the state is among a group of Democratic attorneys general and governors from 23 states that is suing the Trump administration for abruptly cutting off about $11 billion in public health funding.
The boy previously seemed to be improving, and UW health officials announced in mid-January that he had been upgraded to good condition. Since then, things have taken a turn for the worse.
“American Movie” is a movie about … making a movie. When the beloved documentary was released in 1999, it quickly became a cult classic. “American Movie” was filmed in the […]
Login
