Utility shutoffs are surging nationwide as soaring energy costs, record debt, and collapsing financial stability push Americans into darkness—mirroring the lowest U.S. happiness levels ever recorded.
By Stacy M. Brown | Black Press USA Senior National Correspondent | November 29, 2025
America’s poorest families have long lived on the edge of darkness. Today, that edge is widening. Utility shutoffs are rising across the country as households buckle under soaring electric bills, mounting debt, and a level of financial despair that now mirrors what researchers describe as the lowest happiness rating ever recorded in the United States. The suffering is no longer hidden. It is the new face of life under the Trump administration.
“Electricity is becoming unaffordable in many parts of the country,” Mark Wolfe, executive director of the National Energy Assistance Directors Association, stated. His assessment is borne out in the data. About 14 million Americans are behind on their utility bills, with overdue balances up 32 percent since 2022. National electricity prices have risen 11 percent this year, and some states have seen increases of up to 37 percent.
In cities like New York, residential shutoffs in August were five times higher than the previous year. In Pennsylvania, more than 270,000 households have already lost electricity as average bills climbed 13 percent. Each number represents a home gone cold. A refrigerator is no longer running. Children doing homework in the dark.
Michigan tells the same story. Nearly 942,000 households are behind on their Consumers Energy or DTE bills, including 339,000 who are more than 91 days delinquent. In September alone, utilities disconnected more than 40,000 customers. “The organizations that provide energy assistance are seeing a significant increase in applications,” said Anne Armstrong of the Michigan Public Service Commission.
Even families earning far above the poverty line are now seeking help. When keeping the power on competes with groceries and rent, the question becomes how to survive another month.
The latest data on national well-being echoes the hardship. A YouGov poll conducted for MarketWatch found that only about half of Americans feel any happiness from how they use or manage their money. Thirteen percent said they do not know what would bring them financial happiness at all, a signal of deep instability. The United States ranked at its lowest position ever recorded in Gallup’s World Happiness Report, a decline researchers linked to financial strain and weakening trust in institutions nationwide.
Some states are trying to respond. In Delaware, lawmakers advanced legislation to strengthen protections for residents at risk of losing heating or cooling. The bill would prevent winter shutoffs during freezing temperatures, block cooling
Shutoffs during extreme heat, require utilities to make direct attempts to reach customers before cutting service. “Residents need long-term security and clear, consistent protections,” said Rep. Melanie Ross Levin, a Democrat and the bill’s primary sponsor.
Her colleagues added that no family should face life-threatening conditions because of one overdue bill. “Any one of us can be affected by energy insecurity,” said Rep. Rae Moore, a Democrat. “An entire family’s health shouldn’t suffer because they couldn’t afford to pay a high energy bill in the middle of summer.”
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Uncle Nearest founders file an emergency motion to stop a possible asset sale, arguing the receiver is moving too far without letting them defend the debt itself.
By Milton Kirby | Chattanooga, TN | November 28, 2025
Control of a Billion-Dollar Brand Is Now at Stake
The future of Uncle Nearest, one of the most celebrated American whiskey brands of the last decade, now turns on a single question: who gets to decide what happens next — the founders or the federal receiver?
That tension moved into a new phase this month after founders Fawn and Keith Weaver filed an emergency motion asking a federal judge to let them defend themselves, assert counterclaims, and stop the receiver from making irreversible moves that could reshape the entire company.
At the same time, the receiver is quietly laying the groundwork for what could become one of the most watched spirits-industry sales in recent years. Those two paths now collide.
How the Receivership Started
The company entered receivership in August after Farm Credit Mid-America accused Uncle Nearest and related entities of defaulting on more than $108 million in loans.
U.S. District Judge Charles E. Atchley Jr. appointed Tennessee attorney Phillip G. Young Jr. as receiver, giving him control of the company’s operations, finances, and records — and placing a legal stay on all other litigation.
That stay meant the Weavers could not answer the lawsuit. They could not defend themselves. And they could not file counterclaims, even though they said the loan balances were based on data they dispute.
Receiver’s Expanding Role Raises New Tensions
In late October, the court entered an Agreed Order that required the receiver to file monthly reports and review financial records from affiliated Weaver entities.
Not long after that, the receiver began working with Arlington Capital Advisors, a national investment bank known for handling high-profile transactions in food and spirits.
According to filings and media reports, Arlington has already begun receiving inquiries from industry competitors looking for access to the company’s internal data.
For the founders, that signaled something deeper: a possible sale of “substantially all assets,” including the distillery, real estate, and intellectual property.
They argue that giving outside companies access to private information — during a global slump in the spirits market — could threaten the long-term value of the Uncle Nearest brand.
The Emergency Motion: A Bid to Regain a Voice
On November 24, the Weavers filed a detailed emergency motion that asks the judge to lift the litigation stay.
If granted, they would finally be allowed to:
Answer the complaint
Present defenses
File counterclaims
Challenge the validity or size of the Farm Credit debt
In the filing, they say there has been “no adjudication” of whether the loan amounts are correct or whether the debt should be reduced “in whole or in part.”
They also express alarm that the receiver is sharing “competitively sensitive” information with outside parties while exploring far-reaching strategic options.
Their message to the court is straightforward: “Do not let major decisions be made before we get a chance to defend ourselves.”
Receiver Pushes Back
On November 26, the receiver filed a response opposing the emergency motion. He argues that allowing open litigation now would:
Distract from the financial review
Harm negotiations with lenders
Complicate refinancing efforts
Disrupt any possible sale process
The receiver also says the stay is essential to stabilize the company and maintain control of the process.
In short, while the Weavers want to regain participation and slow the receiver’s momentum, the receiver believes that loosening the stay could undermine the very restructuring he is tasked with managing.
A December Deadline Looms
Judge Atchley has given Farm Credit and the receiver until December 2 to respond fully to the Weavers’ emergency motion.
After that, the court is expected to rule — either:
keeping the stay in place,
modifying it,
or allowing the Weavers to fully re-enter the litigation.
That decision will determine whether the next chapter of Uncle Nearest is shaped by its founders or by the receiver’s ongoing evaluation of refinancing and sale options.
What Happens Next
The stakes are unusually high.
Uncle Nearest reached a $1 billion valuation
just a year ago — a remarkable figure powered by its cultural resonance, aggressive marketing, and strong distribution footprint.
Now, with the spirits market cooling and lenders applying pressure, the company’s future could be decided not by brand strength but by a judge’s ruling on procedural rights.
If the stay is lifted, the Weavers regain a voice in the litigation and can challenge the debt, the numbers, and the narrative.
If it remains in place, the receiver’s next filings — including any move toward a full sale — will carry far greater weight.
Either way, December begins a new phase in a case that now mixes business, culture, valuation, and the fight for control of one of the most important Black-led spirits brands in the United States.
MARTA begins installing its new Better Breeze fare system across the region, bringing contactless payments, new Breeze cards, and upgraded faregates by spring 2026.
By Milton Kirby | Decatur, GA | November 26, 2025
MARTA riders will soon tap into a new era of transit travel. The agency has begun a major, systemwide installation of its updated fare collection system, called Better Breeze, with work continuing through spring 2026.
The upgrade will replace every Breeze card reader, faregate, ticket machine, validator, and mobile app, ensuring a more reliable and efficient payment experience for riders across metro Atlanta.
Phased Work, Station by Station
To keep stations open during the transition, MARTA is closing faregates in phases and posting clear signs inside the stations. Riders should expect detours but no service cuts.
The schedule moves across several stations from late November through early December:
West End Station – Nov. 24
Riders parking in the south lot at South faregates should follow the signs to reach the north entrance and allow extra time for their trip
.
North Springs Station – Nov. 25
West faregates near the bus loop closed. Riders should use east faregates on the opposite side of the station.
Photo by Milton Kirby – Crew Installing new faregates at Kensington Station
Kensington Station – Nov. 26
East and west faregates closed. Bus loop faregates remain open. Riders coming from the north lot should follow the signs to the bus loop. ADA riders should allow extra time.
Doraville Station – Dec. 1
South faregates are already closed. More closures begin Dec. 1. Riders must use emergency gates for entry. A valid fare is still needed to exit at the destination.
Photo by Milton Kirby – Indian Creek Entrance
Indian Creek Station – Dec. 3
East faregates at the bus loop closed. Riders must use west faregates.
Additional ongoing work continues at Dunwoody, East Point, Lindbergh Center, Ashby, and Georgia State stations. Some stations will use emergency gates during construction, and riders must have a fare to exit at their destination.
What Riders Need to Know
MARTA says customers should continue using the current Breeze card, old Breeze vending machines, and the existing mobile app. New faregates will be visible but not yet active until the final launch next spring.
The Better Breeze system will bring several major changes:
Photo by Milton Kirby – New Fare Collections Machines At Kensington
New Fare Equipment
New contactless faregates, validators, and touchscreen vending machines. The new gates are harder to tamper with, helping reduce fare evasion and improving station security.
New Ways to Pay
Open payment technology will let riders tap a bank card or mobile wallet directly on the faregate or bus farebox.
New App
The current Breeze Mobile 2.0 app will be retired. Riders will download a new Breeze app and create a virtual Breeze card in their account.
New Breeze Cards
All riders will move to account-based Breeze cards. Fare will be stored in the account rather than on the card, making replacement easier and reducing lost value.
Reduced Fare, Mobility, and Partner Agencies
Riders who use Reduced Fare or Mobility services can choose a new physical card or download the new app. They can contact MARTA by email or phone for help getting set up.
MARTA’s regional partners—including CobbLinc, Ride Gwinnett, and the ATL—will also shift to the new Better Breeze system. Transit customers will receive updates from their local providers in the coming months.
MARTA encourages riders to watch for signs inside stations, listen to announcements, and check online updates as the transition progresses, with detailed guidance on switching to new cards and apps coming closer to the April 2026 deadline.
For more information and to sign up for updates, visit MARTA
DeKalb County approves Sky Harbour’s PDK expansion proposal amid debate over airport safety, runway limits, environmental impacts, and rising community concerns about operations and development.
By Milton Kirby | Chamblee, GA | November 19, 2025
When the DeKalb County Board of Commissioners voted 6–1 on Tuesday, November 18, to authorize Sky Harbour’s proposal for new hangar development at DeKalb–Peachtree Airport (PDK), the decision marked a major turning point in a years-long debate about the airport’s growth, economic footprint, and impact on surrounding neighborhoods.
The vote does not approve construction itself. Instead, it allows the Sky Harbour proposal to move forward under the county’s procurement process, clearing the way for a finalized ground lease and future site development. But inside the chambers—and in the neighborhoods ringing PDK—the decision landed with mixed emotions.
District 2 Commissioner Michelle Long Spears cast the lone “no” vote, arguing that DeKalb County should wait for the results of an ongoing air-quality and noise study before greenlighting any expansion of aviation operations.
“The District 2 office has heard from over 700 people in the area surrounding PDK Airport,” Long Spears wrote in a message to her constituents after the vote. “The vast majority of people have expressed opposition to expansion of airport operations. There has been much concern about the health effects of the noise and jet fuel emissions into the environment. We pledge to work for the health and safety of residents impacted by this decision.”
Supporters of the project, including CEO Lorraine Cochran-Johnson and Airport Director Hunter Hines, noted that the proposal falls squarely within long-established development limits and does not permit larger aircraft than those already authorized at PDK today.
What “Operations” Mean at PDK
Much of the community discussion revolves around “airport operations,” a term that can sound technical but has a straightforward meaning.
An operation is either a takeoff or a landing.
One takeoff = one operation One landing = one operation
Touch-and-go training flights count as two operations each time the wheels contact the runway and lift off again.
Why this matters:
PDK averages between 150,000 and 200,000 operations per year.
Many are training flights or flight-school activity.
Business jets represent a smaller—though more visible and louder—portion of total operations.
Sky Harbour’s project focuses specifically on based aircraft, not transient traffic, meaning it would not directly increase flight-school training or unrelated jet activity.
But residents fear that added hangars could indirectly increase operations by attracting more business aviation activity to the airport.
PDK Residents Stand in opposition to PDK development
Runway Incursions at PDK
DeKalb–Peachtree Airport also carries another distinction that shapes community concern: its record on runway incursions. Between 2021 and 2024, PDK ranked at or near the top in the United States for the number of incursions reported to the FAA, including one study that placed it first with 103 incidents. Most of these events were classified as lower-risk, meaning they did not involve an imminent collision, but the frequency underscores the challenges of a busy general aviation airport with heavy training traffic. Residents often point to these numbers when raising questions about safety, oversight, and whether adding new development on the airfield could place additional pressure on the system. Airport officials have noted that high operations volume—especially from flight schools and private pilots—contributes to this ranking, but the raw numbers remain a major point in ongoing community debates.
FAA Runway Safety Upgrades
In March 2025, the Federal Aviation Administration announced a nationwide rollout of new runway-safety technology to reduce these incidents. The Runway Incursion Device (RID), set for installation at 74 air traffic control towers, alerts controllers in real time when a runway is occupied, closed, or at risk. RID can monitor up to eight runways at once and replaces older, inconsistent systems now used across the country. Industry estimates place installation costs between $5 million and $15 million per airport, depending on integration with radar-based systems like ASDE-X or existing runway-status lights. The deployment is part of the FAA’s “Safety Call to Action,” aimed at reducing runway conflicts after a rise in national incidents. The FAA has confirmed the number of airports (74), but no published list identifying those airports could be located, and officials did not respond to requests for comment.
Environmental Impact of Newer Aircraft
Another part of the airport conversation focuses on the environmental footprint of the planes that fly in and out of PDK. Newer business aircraft generate less noise and burn less fuel than earlier generations. Manufacturers have pushed quieter engine designs, cleaner combustion technology, and more aerodynamic airframes, reducing fuel burn and carbon emissions by roughly 15 to 20 percent with each generation. Sustainable Aviation Fuels (SAF) can further cut lifecycle carbon emissions by up to 80 percent, and both Gulfstream and other jet makers now certify their newer aircraft to run on blends of SAF. While aviation remains difficult to fully decarbonize, modern engines produce fewer particulates, lower nitrogen oxide emissions, and noticeably smaller noise footprints around airports compared to the aircraft they replace. Supporters of PDK modernization say these improvements soften the environmental impact of future operations.
Understanding Repositioning Flights
One of the most misunderstood parts of business aviation is the concept of “repositioning.” A repositioning flight occurs when a jet flies without passengers or cargo so it can be in the correct location for its next trip. These non-revenue flights include “empty legs,” where an aircraft drops passengers at one airport and then must fly empty to another to collect its next set of travelers. At PDK, repositioning also happens when aircraft are based at other airports but use PDK for pickup or drop-off because of convenience or availability. Each repositioning flight counts as an “operation,” adding to both noise and emissions even though no passengers are on board. For communities around PDK, this has become a major concern because empty-leg flights increase total operations without offering any local economic benefit.
The RFP: Why a Gulfstream G650 Sets the Limit
The DeKalb County Board of Commissioners issued RFP No. 22-500625 in August 2022 for the Eastside Aviation Development project—15 to 20 acres of unimproved airfield property. One requirement in that RFP has become central to the debate: any hangar development must be designed to house aircraft no larger than a Gulfstream G650, with a wingspan of 99.7 feet and a height of 25.8 feet.
This restriction means:
PDK is not authorizing larger aircraft than those already operating there.
Runway and taxiway limitations prevent heavier or larger jets.
The Sky Harbour project cannot exceed current aircraft-size limits.
PDK’s Runways: What the Airport Can—and Cannot—Handle
DeKalb–Peachtree Airport spans 745 acres and has three runways. The primary runway, 3R/21L, measures 6,001 feet in length with a weight-bearing capacity of 75,000 pounds for dual-wheel aircraft. This capacity is below the maximum takeoff and landing weights of the G650, meaning aircraft of that class must operate with weight restrictions when using PDK. The remaining runways are shorter and primarily serve smaller general aviation aircraft.
Is There Room to Lengthen the Runway?
A recurring question among residents is whether PDK could one day extend its primary runway. The answer is effectively no. The airport is surrounded by residential, commercial, and county-owned property, with major roadways and airspace constraints preventing any practical expansion.
Peachtree DeKalb Airport Map
Planning Document Confirmation
Long-term expansion fears are often linked to runway length, but PDK’s own planning documents make clear that the airfield cannot grow beyond its current footprint. In the airport’s 2018 Master Plan Update, the county states plainly: “There are no plans to lengthen any runways at PDK.” This appears in Chapter 4, the Facility Requirements section, page 4-24. The document cites physical constraints, nearby roadways, and residential development as reasons why expansion is not feasible.
What the Sky Harbour Project Actually Proposes
Sky Harbour, a publicly traded aviation infrastructure company, plans to develop a Home Base Operator (HBO) campus on roughly 13 acres of PDK’s eastside property. Their development includes modern hangars built for G650-class aircraft, dedicated office and operational space, new ramp and taxiway access, additional vehicle parking, and potential fuel facilities authorized under the RFP.
Sky Harbour markets its campuses as offering:
“The shortest time to wheels-up in business aviation”
Dedicated line service for based tenants
A premium environment for corporate and private aviation users
With national locations from Miami to San Jose and Denver to Nashville, PDK represents their 20th site. CEO Tal Keinan has praised the county’s decision, calling it a “triple win” for DeKalb residents, business aviation users, and the company.
Reducing Repositioning Flights
One of the stated goals in the county’s approval of the Sky Harbour proposal is to cut repositioning flights by nearly half. Sky Harbour’s model centers on creating premium home-base hangars on the airfield, allowing aircraft that frequently use PDK to remain on-site instead of flying in from other airports. When an aircraft is based where its flights originate, there is no need for empty positioning legs to bring the jet into place. Supporters argue that this reduction in unnecessary flights would lower noise, emissions, and congestion. Critics counter that total operations may still rise if more planes choose to base at PDK, but the county’s conditions attempt to balance these effects.
Economic Impact and Jobs
The Sky Harbour project is also expected to generate substantial long-term economic benefits for DeKalb County. Structured as a 50-year ground lease, the development requires no county-funded construction or financial contribution; instead, DeKalb collects steady lease payments and related tax revenue over the life of the agreement. County officials estimate the project could generate roughly $500 million in combined revenue and taxes during the lease term, benefiting DeKalb County government, local schools, and the City of Chamblee. The development is also projected to create approximately 600 jobs, including construction roles, aviation line-service positions, maintenance work, and administrative jobs tied to aircraft operations. Supporters say the economic impact positions PDK as an even stronger hub for corporate and private aviation in metro Atlanta, with growth tied directly to based aircraft rather than transient training flights.
The Airport Authority’s Role
The DeKalb Airport Authority advises the CEO and Board of Commissioners on long-term management and planning for PDK. Its statutory purpose includes maintaining a coordinated airport system, ensuring responsible growth, maximizing public benefit, and aligning local operations with national aviation standards.
A Century of History at PDK
From Camp Gordon in World War I to Naval Air Station Atlanta in World War II, and its transition to civilian use in the late 1950s, PDK has played a major role in Georgia’s military and aviation history. Brief commercial service operated between 2017 and 2020 before being suspended due to the pandemic. Today, it is one of the busiest general aviation airports in the Southeast.
What Comes Next
Sky Harbour’s proposal moves into the negotiation and execution phase for a long-term ground lease. Construction will require FAA review, environmental assessments, and continued community engagement. With public opinion divided, the future of PDK development remains a closely watched issue in DeKalb County.
More than 150 residents logged in on November 10 for a virtual town hall hosted by DeKalb County CEO Lorraine Cochran-Johnson and District 1 Commissioner Robert Patrick, with District 6 Commissioner Ted Terry serving as co-sponsor. The discussion centered on the future of DeKalb-Peachtree Airport (PDK) and a major proposed expansion by Sky Harbour, LLC.
The meeting brought together residents, business owners, and aviation leaders to talk through growth, environmental impact, aircraft noise, and the long-term vision for one of the county’s most important assets.
“PDK is one of DeKalb County’s greatest economic assets, but progress must always be guided by responsibility and community input,” Cochran-Johnson said.
Understanding PDK: A Busy Airport with Growing Pressure
PDK is a county-owned general aviation airport in Chamblee, roughly 11.5 miles from downtown Atlanta. It operates 24 hours a day and has averaged more than 230,000 annual takeoffs and landings since 1988.
With three asphalt runways in an H-shape—its longest stretching 6,000 feet—PDK is Georgia’s second busiest airport and ranks seventh nationwide among general aviation fields.
The airport generates most of its revenue through more than 250 ground leases for offices, hangars, and corporate tenants.
“Revenue from ground leases, along with fuel flowage fees, supports the airport’s enterprise fund and covers our annual operating and maintenance expenses,” Airport Director Hunter Hines explained.
But PDK has seen limited modernization in recent decades.
“This is something we are committed to changing,” Hines said, noting plans for transient landing fees and long-term infrastructure improvements.
Inside the Sky Harbour Proposal
Sky Harbour wants to build eight hangars on 12.8 acres on PDK’s east side at an estimated cost of $45 million. The project would include corporate hangars, an access road, aircraft support facilities, and the ability to add solar panels and electric ground-support equipment.
Over 50 years, the project is projected to generate $576 million in local revenue:
$66 million for the airport
$211 million for DeKalb County
$230 million for DeKalb County Schools
$67 million for the City of Chamblee
County officials say the development could reduce the need for aircraft repositioning flights and help more planes use PDK as their home base. Sky Harbour estimates 600 jobs would be created through construction, operations, and workforce development.
“We’re talking about 15 or 16 aircraft based with us,” said Sky Harbour Senior Vice President Neil Szymczak. “Only a handful of operations compared to the airport’s total. We won’t be driving up traffic.”
Szymczak also said Sky Harbour would contractually commit to housing no aircraft larger than what PDK already allows.
Growing Community Concerns: Noise, Safety, and Pollution
Local residents voiced concerns about added noise, environmental impact, and larger jets coming into their neighborhoods.
PDK Watch Inc. communications director Larry Foster wrote that the project could “significantly increase the number of flights and the noise disruption” already affecting more than 100,000 residents near the airport. “That disruption will only get worse in the future if the Sky Harbour project is allowed to go forward,” he said.
Noise remains a sensitive subject at PDK. Cochran-Johnson noted that more than 16,000 noise complaints were filed with the FAA in 2024—but most came from a small group of residents.
Environmental questions also loomed large.
The county confirmed that an environmental study is underway and is expected to be completed by June 2026. Cochran-Johnson said the county can stop the project if the review shows significant hazards.
How the Project Reached This Point
PDK issued a request for proposals in 2023 to explore east-side development. Only one company responded.
“This was not a sole-source solicitation,” Hines said. “We received one response from Sky Harbour, and based on evaluation of the criteria, the RFP was awarded.”
Sky Harbour currently holds 19 ground leases nationwide, with nine in operation and nine under development.
The project cleared the Operations Committee on November 4, but the full DeKalb County Commission deferred its vote until November 18, citing the need for more review.
Commissioner Patrick said county leaders want full transparency before moving forward.
Leaders Promise Continued Public Input
Despite the differing viewpoints, officials closed the town hall by agreeing on one point: community input will guide the process.
“We are committed to engaging the public as these plans move forward,” Cochran-Johnson said.
County leaders emphasized that the expansion will not increase the size or weight limit of jets allowed to use PDK. Any future development, they said, must balance economic benefits with environmental protection and neighborhood quality of life.
The debate is now set to continue as the county approaches its November 18 vote—and as the environmental review moves toward its 2026 deadline.
A federal judge paused the receiver’s push to expand Uncle Nearest’s receivership, ordering affiliates to produce financial records first and delaying any decision on broader court control.
By Milton Kirby | Chattanooga, TN | November 12, 2025
A federal judge has paused the receiver’s bid to expand control beyond Uncle Nearest, Inc. to other Weaver-owned businesses, ordering the parties to exchange financial records first. The stay comes via an “Agreed Order Staying Proceedings Related to Receiver’s Motion for Clarification,” entered October 29, 2025, in Farm Credit Mid-America, PCA v. Uncle Nearest, Inc.
What the order does
Judge Charles E. Atchley Jr. temporarily halts litigation on the receiver’s request to fold affiliated Weaver entities—such as Humble Baron, Classic Hops Brewing, and Shelbyville Barrelhouse BBQ—into the receivership. Instead, the court requires two years of bank statements and financial records from the affiliates within seven days, with permission for the receiver to review up to three additional years if needed.
Photo by Milton Kirby
Why it matters
The stay keeps those affiliates outside the receivership for now, while giving Receiver Phillip G. Young Jr. visibility into their finances. The scope question—whether the court should broaden control beyond Uncle Nearest, Inc.—remains unresolved until the records review is complete and any follow-up hearing is set.
The defense’s position
Attorneys for Fawn and Keith Weaver argue the attempted expansion chilled business and partnerships, contributing to over $1 million in lost revenue; they have signaled potential claims tied to that harm.
Case backdrop
The court placed Uncle Nearest under receivership in August after Farm Credit Mid-America sought protection of collateral and continuity of operations. The first quarterly report (filed October 1) cited missing records, overlapping entities, and a stabilization plan with significant professional-fee and vendor-catch-up costs.
Sidebar: Why the Case Is in Chattanooga
Though Uncle Nearest, Inc. operates in Shelbyville, Tennessee, and creditor Farm Credit Mid-America is based in Louisville, Kentucky, the federal receivership case is being handled in Chattanooga.
That’s because Shelbyville and Bedford County fall under the Chattanooga Division of the U.S. District Court for the Eastern District of Tennessee, where Judge Charles E. Atchley Jr. presides. This means all filings, orders, and hearings — including the October 29 Agreed Order Staying Proceedings — are issued through the Chattanooga federal courthouse, even though the business operations in question are about an hour northwest.
In short: Shelbyville is the stage, but Chattanooga is the courtroom.
What’s next
The parties face deadlines to complete disclosures and propose next steps. After the receiver reviews the affiliates’ financials, the court will decide whether to expand the receivership—or keep it narrow. TSJ will monitor the docket for any new motions or hearing dates.
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The National Black Farmers Association’s 35th Conference in Birmingham honored John Boyd Jr.’s legacy, uniting farmers nationwide to reclaim land, legacy, and economic justice.
By Milton Kirby | Birmingham, AL | November 3, 2025
The air in Birmingham felt like history turning its own soil—just right for a gathering of people who understand the language of the land. Inside the conference hall, rows of worn cowboy hats, Sunday dresses, and seed-company caps filled the seats. Farmers came from every corner of the country—Alabama, West Virginia, Maryland, Mississippi, Montana, Virginia, Oklahoma, and Texas. Some arrived by pickup, others by bus or plane, but all came for one reason: to celebrate 35 years of the National Black Farmers Association and the man who has never stopped fighting for them, Dr. John W. Boyd Jr.
Photo Milton Kirby – Kara Brewer Boyd
The theme for the two-day gathering said it plain: “ReClaiming, ReGaining & ReGenerating Our Farms.” But what unfolded in those rooms was more than a conference. It was a reunion of faith and endurance—an unbroken line stretching from the sharecroppers of yesterday to the land stewards of today. It was family—farm boots and Sunday shoes, handshakes that turned into hugs, stories that started with the weather and ended with survival.
Grounded in the Work
Across two full days, the energy never dipped. Workshops buzzed with talk of farm loans, USDA programs, and the fine print that too often traps small farmers. Between sessions on farm credit, USDA programs, and cooperative models, farmers swapped lessons about soil testing, irrigation, and the art of keeping a small operation alive when fuel costs rise faster than the price of corn, cotton, beef, or soybeans.
At one table, a USDA outreach officer explained disaster-relief programs to a group of farmers. At another, a veteran rancher shared tips on protecting heirs’ property and forming family LLCs. Every conversation echoed one unspoken truth—knowledge is the new harvest.
Dr. Trina D. Brown, a health and wellness strategist, emphasized that the message was just as much about the people as the land. “We have to heal ourselves while we heal our soil,” she said, urging farmers to protect their mental health as fiercely as their crops.
Chaplain Eve Priester delivered a spirit-filled, inspirational prayer unlike any other. “Farming is God’s ministry in real time,” she said. “We plant, we nurture, and we believe in the harvest.” You could feel the amen in the air.
The Boyd Legacy
Mr Priester a hay farmer traveled from MS
When John W. Boyd Jr. stepped to the podium, applause broke like thunder. Some rose to their feet; others simply bowed their heads in respect. Boyd, a fourth-generation farmer from Baskerville, Virginia, has carried this fight for decades—from the long legal battles of Pigford v. Glickman to more recent struggles for debt relief and USDA reform.
“Black farmers, we’ve got to get to know one another,” he said. “Do business with each other. Build something together.”
Behind the quiet strength of his voice was the memory of his father, John Wesley Boyd Sr., who taught him the oldest truth in farming: “Be good to the land, and the land will be good to you.”
That lesson has guided the NBFA since its founding in the early 1990s—through courtrooms, congressional hearings, and countless farm visits across America.
Faces of the Movement
The conference lineup reflected the diversity and endurance of Black and Native farmers.
Kara Brewer Boyd, NBFA Program Director, President of the Association of American Indian Farmers, and wife of John Boyd, spoke about cross-cultural solidarity and the shared struggle of land-based people. An enrolled member of the Lumbee Tribe, she reminded the audience that “land is identity—and identity is power.”
Boyd offered tips and techniques so practical and powerful that attendees described them as “nuggets of gold,” carefully pocketed to take home and put to work.
Nick and Tonya Dangerfield, dedicated Realtors serving the Dallas–Fort Worth area, focus on empowering underserved clients in Texas and Oklahoma to purchase, retain, and sell property with confidence. The couple is also cultivating a family farm in East Texas, building legacy wealth for their children.
Jolene Beaumont Whiteclay, with 46 years of experience as a dedicated farmer and rancher, is deeply rooted in her community and heritage. Currently serving as a Health Systems Specialist with the Bureau of Indian Affairs’ Indian Health Service, she balances professional commitments with managing a thriving 3,000-acre ranch alongside her three sons. A proud member of the Crow Tribe of Montana, Jolene is a third-generation rancher continuing her family’s legacy.
Charles “Chuck” Baldwin has dedicated more than 40 years to cross-cultural work, primarily in Western and Central Africa. His career has included public speaking, fundraising, teaching, leadership development, mentoring, and building relationships across national and ethnic lines. For the past twelve years, Baldwin has served as the Special Populations Outreach Coordinator (SPOC) for the National AgrAbility Project at Purdue University. He collaborates closely with Extension professionals from 1890 and 1994 land-grant universities to expand support for diverse farming communities.
Every speaker’s story carried the same rhythm—loss, endurance, renewal. Through it all, the NBFA banner hung behind them, bold in green and gold, a reminder of how far they’ve come.
Photo Milton Kirby – NBFA Audience
Honoring the Struggle
During the awards ceremony, Boyd presented special honors to those whose service has strengthened the movement.
Lifetime Achievement Award – Adrian Boyd, a decorated Army veteran of Operation Desert Storm and brother of John W. Boyd Jr., was recognized for his advocacy in the In Re Black Farmers Class Action Lawsuit. He played an instrumental role in securing passage of the 2010 Reclamation Act, signed into law by President Barack Obama—a beacon of hope for Black farmers who had suffered from systemic discrimination at the U.S. Department of Agriculture (USDA). The act awarded $1.25 billion in restitution to those farmers.
Chairman’s Award – Andre P. Barlow, Esq., longtime NBFA legal counsel and former U.S. Department of Justice attorney, was honored for his unwavering commitment to justice. A former trial attorney with the Justice Department’s Antitrust Division, Barlow has spent years working to ensure fairness in the very systems that once failed Black farmers. His partnership with the NBFA reflects a deep commitment to civil rights, economic opportunity, and the belief that every farmer deserves a fair chance to thrive.
Family Farmer of the Year – George C. Roberts Jr., founder of Circle R Ranch in Oklahoma and a proud Seminole Freedman, spoke of stewardship, heritage, and the sacred duty to honor ancestors through the soil they once worked. Roberts was recognized for decades of ethical farming and for his advocacy for children with disabilities through his community foundation.
Farmer of the Year – Zachary Morse, a cattleman from Nelson County, Virginia, brought the crowd to its feet. He shared how his family’s Roundhouse Farm has grown into a 200-acre operation that now provides 80/20 processed beef for hamburgers and meals served at the University of Virginia in Charlottesville. His pride was quiet but steady.
As each name was called, the applause felt like gratitude paid forward. These were not just honorees—they were field generals in a long campaign for dignity and fairness.
The Work Continues
The closing session turned toward what’s next: youth engagement, policy reform, and land reclamation. Plans were laid for new training partnerships with universities and 1890 land-grant institutions, along with continued outreach through the NBFA’s women’s and Native farmer networks.
Boyd called for unity over rivalry. “We can’t do this work divided,” he said. “The future of Black farming depends on us doing business with one another—buying from, selling to, and standing up for each other.”
For two days, Birmingham became more than a meeting place. It became a crossroads of memory and mission. Farmers traded phone numbers and promised to stay in touch. Some left with new tools and grant information; others left with something even deeper—a sense that they were part of a living legacy.
The land is still rich. The people are still here. And the fight—for dignity, for ownership, for the soul of Black agriculture—is far from over.
Atlanta’s mayors and church leaders rally at Big Bethel AME, vowing to defend diversity, equity, and inclusion programs amid Trump’s federal funding threats.
By Milton Kirby | Atlanta, GA | November 1, 2025
On a cool Friday morning inside Big Bethel AME Church, sunlight poured through stained glass where freedom once found its voice. From that pulpit — the same one that carried Dr. King’s thunder and John Lewis’s call for good trouble — came a new rallying cry:
“The soul of Atlanta is not for sale.”
Mayor Andre Dickens stood with nearly every living Black mayor in city history — Andrew Young, Shirley Franklin, Bill Campbell, Kasim Reed — and Valerie Jackson, wife of the late Mayor Maynard Jackson. Together they filled the sanctuary with memory, defiance, and faith.
A City That Won’t Bow
They came to answer a challenge from Washington — a Trump administration order threatening to choke off federal dollars from cities that keep diversity, equity, and inclusion (DEI) programs alive.
Billions for housing, airport work, and BeltLine projects hang in the balance. But the crowd at Big Bethel didn’t come to talk fear. They came to talk faith.
“We are gathered here to rekindle the spirit of our city — to remind one another that courage, unity, and truth still live within us,” said former councilman Jabari Simama, now helping to lead the new Soul of Atlanta Coalition. “Our mission today is clear: to bring people together, share knowledge, and demonstrate that when we act with purpose and faith, we can change the course of our community. We can push back against forces that seek to divide, distract, and destroy us.”
“Atlanta was built by people who refused to dream small. We will never deny the values that have not only made this city great, but made it just.”
A Legacy Worth More Than Money
Atlanta has already paid a price for its convictions — forfeiting $37.5 million in airport funds this summer rather than gut its minority-contracting program.
“Our soul is not for sale,” declared Elder Toni Belin Ingram of the AME Church, her voice rising over the applause.
Big Bethel AME Church
Mayor Dickens called the fight what it is: another Goliath moment. “Goliath doesn’t stand a chance in Atlanta,” he said. “We’ve slayed bears. We’ve slayed lions. Been there. Done that. Got the notes. Got the t-shirt and some of the scars.”
His office later said the city is still reviewing the legal path forward, but his tone in the church left little doubt: the mayor intends to stand firm.
Where the Story Began
Valerie Jackson
It was Maynard Jackson — Atlanta’s first Black mayor — who planted the seed of economic fairness back in the 1970s. His Equal Business Opportunity program forced open the door for Black-owned firms to compete for city contracts. Washington noticed — and copied it.
“This is where it all began,” said Ambassador Andrew Young, looking over the packed pews. “These ideas didn’t come from Washington to us. They came from us to Washington.”
Valerie Jackson smiled softly at the mention of her husband’s name.
“Maynard’s policies of inclusion became a model for the nation,” she said. “We will not allow the principles of fairness and justice to be rolled back.”
A Coalition of Courage
From Shirley Franklin to Kasim Reed, the lineup at Big Bethel looked like a living timeline of Atlanta’s Black leadership. Pastor Jonathan C. Augustine — or “Pastor Jay” — reminded everyone why they were there.
“Your presence here says we know what’s happening,” he said. “An autocratic leader is targeting blue cities led by Black mayors. And yet here we stand.”
The new Soul of Atlanta Coalition plans to spend the next year gathering stories, uplifting minority-owned businesses, and organizing pushback against attacks on DEI and affirmative-action programs.
Standing in the Gap
Even as City Hall weighs its legal moves, Dickens said the work of serving people continues — especially with the federal shutdown straining families.
“We’re spending time feeding the least, the last, the lost,” he said.
The Atlanta Community Food Bank has launched a $5 million emergency plan to replace lost SNAP benefits, aiming to distribute six million pounds of food in four weeks through 700 local partners.
“In tough times,” Dickens said, “we see the true spirit of Atlanta — compassion, connection, and courage.”
MARTA launches the “Better Breeze” upgrade, a modern contactless fare collection system arriving by spring 2026, bringing faster gates, tap-to-pay options, and enhanced rider security.
By Milton Kirby | Atlanta, GA | October 28, 2025
The next time you step onto MARTA, you may notice something new — and brighter. The Metropolitan Atlanta Rapid Transit Authority has begun replacing its entire fare collection system, marking one of the agency’s biggest technology upgrades in nearly two decades.
MARTA began installing new fare equipment at Lindbergh Center Station Sept. 22 and at Doraville Oct. 8. The installation of new contactless payment terminals on buses began in mid-September. The installation of new equipment will continue systemwide in phases until the customer transition period next April.
The project will continue in phases through spring 2026, when riders will officially transition to the Better Breeze system.
A System Built for the Future “It’s great to keep fares unchanged for years, but not an entire fare collection system,” said MARTA Interim General Manager and CEO Jonathan Hunt. Hunt called the upgrade essential to preparing for a “once-in-a-generation” year ahead, with new trains, a redesigned bus network, on-demand zones, and a refreshed mobile app launching before Atlanta hosts the 2026 World Cup.
Leadership from MARTA and INIT, the Better Breeze system developer and installer (L to R: Rhonda Allen, MARTA Deputy General Manager; Jonathan Hunt, MARTA Interim General Manager & CEO; Jennifer Ide, Chair, MARTA Board of Directors; Carl Commons, INIT CEO; Steven Parker, MARTA Chief of Staff).
MARTA’s Breeze system first launched in 2006, replacing tokens and paper transfers. While the Breeze name will remain, everything else — from faregates to the mobile app — will be rebuilt.
Tap, Go, and Keep Moving The Better Breeze system introduces open payment technology. Riders can simply tap their credit or debit card, smartphone, or digital wallet to pay the same $2.50 fare. The upgrade also includes new orange Breeze cards, improved vending machines, and a redesigned mobile app where users will create new accounts to purchase fares.
For MARTA Mobility and reduced-fare customers, the agency will offer both physical and digital options. Transition details will be announced early next year.
High-Tech Security, Lower Downtime MARTA’s installation partner, INIT, says each faregate unit can run 10,000 hours without service failure. The new gates are more tamper-resistant, remotely monitored, and designed to reduce fare evasion. “This is about transforming the rider experience and making transit more connected,” said Carl Commons, INIT’s CEO.
The technology is already used in cities including Houston, Seattle, Nashville, Grand Rapids, Honolulu, Los Angeles, and San Diego.
No Fare Increase — Just Faster Rides MARTA confirmed there will be no fare increase with the Better Breeze rollout. The systemwide modernization will take place in stages, ensuring riders can still access all rail stations during construction. Riders are advised to follow posted signs at stations to avoid closed faregates while new units are installed.
Better Breeze Card – Courtesy MARTA
From Tokens to Tap-to-Pay When MARTA began in 1971, bus rides cost just 15 cents. In 2006, the original Breeze card introduced Atlanta riders to smart-card technology. Nearly 20 years later, MARTA is once again reinventing how Atlanta moves — one tap at a time.
By the Numbers – MARTA Fare Facts
15 cents: Original MARTA fare in 1971
$2.50: Current one-way fare (unchanged for 14 years)
10,000 hours: Estimated operating time per faregate without service failure
2026: Target year for Better Breeze systemwide launch
20 years: Time since the original Breeze system debuted
Atlanta’s explosive growth is slowing after decades of expansion, as families move to surrounding suburbs for space and affordability while the city grows denser and pricier.
By Krystal Nurse | General Assignment Reporter | October 20, 2025
Quinn Arnau was thoughtful in his decision to plant his roots in the Atlanta metro area 20 years ago. He sought a space with an up-and-coming airport, major corporations’ headquarters and room to breathe.
“I feel like Atlanta is a cool place to live,” Arnau, president of the Atlanta Realtors Association, told Straight Arrow News. “It’s seen as an alternative to some of the larger cities like Chicago, Los Angeles and New York.”
He isn’t the only one who feels this way. Atlanta has grown steadily for the past two decades. But as that sought-after available space becomes harder to find, the boomtown’s growth is slowing.
Between 1990 and 2025, Atlanta’s population grew an average of 2.2% every five years, according to an SAN analysis of data from the Atlanta Regional Commission, a regional planning organization that tracks trends for the city and surrounding counties. The city’s most rapid growth occurred from 2015 to 2020, during which the number of residents increased by 15.5%, or 67,015 people. The city is no stranger to population losses, as its worst was by 4.84% from 2000 to 2005, when it lost 20,163 residents.
Ann Carpenter, head of research and analytics at the commission, told SAN her team reviews results of the decennial census and then uses information about new homes being built to calculate a weighted population change.
On an annual basis, the growth looks more incremental. Data from the Census Bureau’s annual population estimates showed that Atlanta’s growth slowed from 1.5% between 2021 and 2022 to 1.3% from 2023 to 2024.
John Floresta, chief strategy and accountability officer at the Cobb County School District, which serves 100,000-plus students in the Atlanta metro, told SAN that he believes the stalled national birth rate is the cause. According to the Federal Reserve Bank of St. Louis, the national rate has been falling since 2007 with a small spike in 2021.
“Over the course of the last five years or so, we have seen a stable birth rate across the county,” he said.
Yet even as the birth rate has held steady, school enrollment has decreased in Cobb County. The number of incoming kindergarteners has dropped from 7,720 students six years ago to 6,803 as of March 6, according to Georgia Department of Education enrollment data.
Despite it, people have relocated from the city’s confines to the suburbs where they can access more land for as much, sometimes less, than what they pay in Atlanta. The movement hit cities across the nation for decades. This urban flight proliferated during the COVID-19 pandemic, as places like Atlanta accepted more multifamily developments to accommodate a rising population, pushing single-family homes to the suburbs.
What’s led to the growth?
Lloyd Potter, professor of sociology and demography at the University of Texas at San Antonio, told SAN that cities often see more people move in when a transportation system is built. That happened in places like Knoxville, Tennessee, Dallas and Houston.
Atlanta followed a relatively steady growth after the 1990s, mimicking the expansion of major companies like Delta Air Lines, UPS, Coca-Cola Company and Equifax. The region became a great place to work: The Atlanta-Sandy Springs-Roswell region had an unemployment rate of 4.9% in 1990 and 3.4% in 2024, according to data from the Bureau of Labor Statistics.
Since 1990, the region has added a net of 45,827 employees. The largest addition was in 2021 when 146,300 people joined the region’s workforce — a rebound after the area saw 142,000 people lose their jobs during the COVID-19 pandemic.
Still, the promise of good jobs helps keep the region humming. At Cobb County schools, Floresta said the district has worked with several businesses to embed staff at Career Innovation and Technology Academy, a magnet high school that focuses on providing students hands-on learning experiences and career opportunities. Through the academy, Floresta said students graduate trained in their industries and could be hired quicker than others.
“Employers are confident that they’re hiring a skilled employee when a graduate walks in their door,” he said.
He added families are noticing the options suburban school districts like Cobb County offer and are either moving to those counties or sending their kids to the districts.
Suburbs enjoy the constraints of Atlanta
Floresta, like Arnau, moved to the Atlanta area nearly 25 years ago. He chose a home in Cobb County, which was growing slowly, starting in the parts neighboring Atlanta.
Soon enough, that development extended up to the city of Marietta, then to the town of East Cobb, over to the city of Kennesaw and down the county’s western side.
That’s evident in the sprawl of building permits the Atlanta Regional Commission has tracked. Its map revealed that single-family housing building permits in 2024 clustered in Forsyth, Gwinnett, Hall and Jackson counties.
Those new homes are likely being filled with younger families, Arnau said.
According to the commission’s yearly population report, the Atlanta Metro’s population grew by 26.3% from 1970 to 1980 and by 34.9% from 1980 to 1990. Gwinnett County experienced the largest jump, exploding from 72,349 residents in 1970 to just over 1 million as of this year.
The commission uses an 11-county region in the population estimates over the Census Bureau’s 29-county metro.
Arnau has noticed a trend of younger people moving out of the city of Atlanta to take advantage of the space a home in the suburbs can offer for their budgets.
“We have a lot of people looking for a large flat backyard,” Arnau said, “and I’m not sure how Atlanta is perceived from the outside, but once you get especially north of the city, there are creeks and rivers and hills and things everywhere.”
The lack of open space in Atlanta has, however, made way for multifamily buildings such as apartments, condominiums and townhomes. The city has approved nearly nine times more multifamily permits than it did for single-family homes in 2024, according to the Atlanta Regional Commission.
It’s the only area in the region with such a large discrepancy between the housing types.
“Some of those rentals are coming at the expense of would-be development for single-family homes,” Arnau said.
Throughout the region, home sales aren’t closing as quickly as they once did, Arnau told SAN. As a result, Arnau deems the area part of a “neutral” real estate market, which means neither buyers nor sellers have an advantage. This has allowed homeowners to stay put for longer as their homes build equity.
And that, in turn, promotes smaller towns to build their own downtown or city center areas to entice people to stay, Arnau said. That’s happened in Alpharetta, where in 2015, leaders created a downtown master plan to address Fulton County’s 365,000-resident increase between 1970 and 2015.
Growth in Atlanta hasn’t stopped. It’s only slowed after years of explosive growth that has become the expectation: People are still moving in and calling it home.
“The future is bright,” Arnau said. “Atlanta will continue to keep growing and we’ll see people continue to want to live here.”
Tristan Peterson (Creative Director) and Devin Pavlou (Digital Producer) contributed to this report.
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