• Two states, two different fiscal states

    July 3, 2017
    US politics, Wisconsin politics

    This state’s budget cycle ended Friday, leading the Wisconsin State Journal to report:

    What does that mean for most Wisconsinites?

    In the short term, very little. Spending levels from the previous two-year budget cycle carry over into the new one, enabling state agencies to continue operating.

    If a budget stalemate drags on for months — as has happened a few times in recent decades — highway projects now under construction could be affected, Walker has said. That could mean projects get delayed, adding millions in costs to taxpayers, said Craig Thompson, director of the Transportation Development Association of Wisconsin.

    “If this does continue for months, it’s going to have an impact,” Thompson said. “The money won’t be there.”

    Wisconsin school districts also could struggle to craft their own budgets since they won’t know how much state aid to expect.

    The budget impasse is happening because Walker and his fellow Republicans can’t agree on one. They’re deadlocked on how to fund road projects, how to increase funding for K-12 schools and how to cut taxes. Walker and legislative leaders hinted at progress in budget talks Wednesday, but no deal appears imminent.

    If the parties reach a deal in coming weeks, Walker and others have said Wisconsinites would see few impacts.

    But in the case of a protracted standoff, road projects would feel the pinch more acutely than other areas of the state budget. That’s because road projects in the last budget relied heavily on borrowing — a one-time measure that, unlike regular spending, doesn’t carry over into the new budget cycle.

    How long would the standoff have to continue before road projects would be affected? The Wisconsin Department of Transportation hasn’t said.

    But it’s clear something would have to give eventually. The state’s highway improvement program would see a funding reduction of nearly $900 million over the next two years if no new budget were enacted, according to figures provided by the state’s nonpartisan Legislative Fiscal Bureau.

    Assembly Speaker Robin Vos, R-Rochester, told reporters last week that this scenario, described as a “base” budget for transportation, could be an option if Walker and lawmakers can’t agree on a new budget. …

    Most school districts in Wisconsin are working on finalizing their budgets for the upcoming school year — which includes setting how many teachers and other staff members they can pay for in the 2017-18 school year.

    Department of Public Instruction spokesman Tom McCarthy said because districts aren’t facing a cut in state funding it’s not immediately significant. In other words, school districts will likely end up with more money to spend instead of less, eliminating the prospect of laying off teachers after the school year begins.

    Not knowing exact aid levels on July 1 isn’t that big of a deal for districts unless budget deliberations are expected to extend beyond August, he said. School districts often settle their final spending plan after July 1 and don’t receive their first payment from the state until the school year is under way.

    “Things start to get serious in terms of a budget not being in place the closer you get to Nov. 1,” McCarthy said. …

    Under one-party control of state government by both Democrats and Republicans, the state budget was completed by July 1 in three of the past four budgets.

    In 2015, Walker signed the budget July 12 and it was published the next day after a protracted debate over transportation, the prevailing wage and funding for a new Milwaukee Bucks arena, which was taken up in a separate bill.

    In the 20 previous budgets, nine were completed sometime in July, including two by July 1, three were completed in June, four were completed in August and four wrapped up in October, November or December.

    Budget debates that extended for months after the deadline were usually the result of different parties controlling the Assembly and Senate.

    What’s unusual about the budget stalemates of the past two cycles is that Republicans have controlled both chambers and the governor’s office.

    Mark Graul, a Republican political strategist, said the budget impasse will be a blip on the public’s radar by the time elections roll around next year, “assuming it doesn’t drag out for months upon months.”

    “It certainly doesn’t help anybody if this is a protracted situation,” Graul said, adding that the point at which it becomes problematic would be Labor Day.

    “If kids are going back to school and school districts are trying to do their budgets next fall, then it starts to become much more problematic.”

    In other words, despite hand-wringing by those who want to make Republicans look bad, this is not a crisis.

    To the south is what a real budget crisis looks like. The Chicago Tribune did the same story the State Journal did Friday south of the state line, and …

    As Illinois hurtles toward a third year without a budget agreement, the state’s political leaders have managed to accumulate a series of notable, if inglorious, distinctions — the lowest credit rating of any state, just a whisker above junk status; a growing pile of unpaid bills that now stands at more than $14.5 billion; and a yearly population decline that is the highest of any state in the nation.

    The standoff is costing taxpayers dearly — consider the $387 million in loans that Chicago Public Schools have recently taken to tide it over until state funding comes through. The loans came at a cost of about $70,000 a day in interest alone, the Tribune reported. Think of it as a payday loan, but on a grand scale.

    The stalemate has been felt in human terms as well. Just seven months after missing the first budget deadline, Lutheran Social Services, the state’s largest provider, imposed steep cuts in programs like addiction treatment and senior home care. State employees are now finding that doctors in some cases will not accept their health insurance. Vital roadwork is already being suspended. And hospitals are imposing hiring freezes and cost cuts. …

    Without a deal, the impact on the state will only be compounded. What follows are seven critical areas of the state’s economy, government and social institutions and how they will be affected if lawmakers continue with business as usual.

    New York bond rating agencies have warned they will downgrade the state’s credit if no budget deal is reached by Friday.

    It’s the latest in a series of downgrades that started when Democrat Pat Quinn was governor amid concerns over the state’s huge government worker pension debt and continued under Rauner as unpaid bills hit $14.5 billion, nearly half the amount of money the state brings in each year.

    The next downgrade is significant because it would leave Illinois’ credit at the level of junk status. Illinois would have the ignominious distinction of becoming the first state to sink that low in the eyes of Wall Street.

    The impact? The state’s debt is considered below investment grade, and borrowing money will cost more because interest rates will be higher. So building roads or refinancing existing debt will be more expensive. A federal judge’s recent ruling that the state would have to start paying down more of its $2 billion backlog in Medicaid bills shook investors and tanked Illinois bond prices.

    What else is in the junk-status club? Chicago Public Schools; the agencies that run Navy Pier, McCormick Place and the White Sox stadium; and five public universities: Eastern Illinois, Northern Illinois, Southern Illinois, Northeastern Illinois, Governors State.

    The state’s public universities have been caught in a ever-tightening financial vise as state funding has dried up. Schools have received the equivalent of 10 or 11 months of state dollars in the past two years, leading to credit downgrades to junk status. Most state universities typically get more than 20 percent of their annual funding from Springfield.

    Now they face another risk, albeit a more remote one. If the state universities are forced to start a third straight school year with no state funding, their accreditation could be at risk.

    The president of the Higher Learning Commission, which oversees colleges and universities in 19 states, recently told Illinois leaders that universities still must meet rigorous academic and financial standards to remain accredited, no matter what the legislature is doing.

    Schools that continue to lose enrollment, eliminate faculty and staff, empty their cash reserves and cut programs — as is the case with many Illinois state universities — could face sanctions.

    The financial struggles could also make it more difficult for universities to fill key jobs. One candidate for chancellor at Southern Illinois University Carbondale recently withdrew from consideration, citing “fiscal concerns at both the state and campus level.”

    Illinois has already cut off sales of Powerball lottery tickets and is set Friday night to end sales of its other multistate game: Mega Millions.

    The games are popular because Illinois bands together with other states to offer bigger jackpots than just one state could. But, to be part of the games, each state government needs to pass a basic budget authorization to ensure its share of prize money gets paid, and Illinois’ authorization expires Friday night.

    The Illinois Lottery estimates both games bring in profit of $90 million a year — or roughly $250,000 a day — to state coffers, nearly all used to supplement tax money sent to schools.

    Even without an authorization, the lottery will continue selling the rest of its draw and scratch-off games, but big winners of those games will have to wait for their paydays. That’s because, without the formal authorization, the state comptroller can’t cut checks to winners of more than $25,000. Those winning less than that should still get paid without delay, the lottery has said.

    Illinois pavers and bridge builders are shutting down projects to prepare for a possible cutoff of state funds starting this Saturday. If the state cannot pass a roadwork appropriation this week, it will halt about 700 projects valued at $2.3 billion now underway and throw up to 25,000 people out of work, according to the Illinois Department of Transportation.

    For the past two weeks, contractors have been holding off on “destructive” work like tearing up old asphalt because they may not be able to finish the job.

    Contractors also are starting to move equipment off of job sites, cover up exposed dirt against erosion and put up traffic controls to secure areas while workers are away, said Mike Sturino, president and chief executive of the Illinois Road and Transportation Builders Association. …

    With the next school year fast approaching, the stalemate has cast a dark cloud of uncertainty over public schools’ ability to operate.

    Everything, from paying the teachers and janitors, to funding extracurriculars, to getting children to and from school, depends in some way on state funding. And without a budget agreement, those plans cannot be made.

    Mayor Rahm Emanuel and Chicago Public Schools CEO Forrest Claypool have assured Chicago residents that the city’s schools will be ready to welcome students. Emanuel has said that local officials will “meet our responsibility” to open schools on time this fall, and Claypool has said they’ll “do whatever is necessary.”

    But they won’t get more specific than that, pending the outcome in Springfield. The mayor, after all, has said that spilling the city’s plans while lawmakers negotiate an education budget “would be the dumbest thing you could do.”

    On a more practical level, budget plans that schools must make for the coming year are also stuck in a holding pattern. Principals won’t see potential spending plans, for example, which delays needed decisions on hiring or laying off staff members and setting up class schedules.

    Nowhere has the impact of the state budget stalemate been felt more acutely than in the myriad social service agencies and nonprofits that are so dependent on state funding.

    Andrea Durbin, chief executive of the Illinois Collaboration on Youth, had a stern warning Thursday before a state House of Representatives hearing. “In order for services to flow to the community, people have to be paid,” she said, “and for that to happen, we need a budget.”

    Durbin is also chairwoman of the Illinois Pay Now Coalition, which filed two lawsuits against the state seeking payment for services. One suit was dismissed, and one is pending.

    It’s among hundreds of Illinois social service agencies, nonprofits, treatment clinics and outreach providers whose services to poor, sick or otherwise vulnerable people are at risk if no budget deal is reached.

    Durbin cited the case of a downstate domestic violence shelter, Courage Connection, which faces closure without a budget.

    Chicago’s Haymarket Center, a drug treatment program that treats a mostly low-income clientele, cut its caseload by more than a fifth as the state budget crisis caused payments to dry up.

    A spokesman, Jeffrey Collord, said that the decline would continue if the stalemate goes on, and could accelerate if the state fails to set aside matching funds needed to secure a federal grant.

    Readers will recall that 2011 Act 10 was delayed in passage because of the Fleeting Fourteen, the 14 Democratic state senators (including Sen. Kathleen Vinehout (D–Alma), now starting to run for governor) who ran to Illinois to prevent a quorum and a vote. Apparently Illinois is where politicians with bad fiscal skills go to hide, or live.

     

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  • The Cash for Clunkers car wreck

    July 3, 2017
    US politics, Wheels

    Dan Mitchell picks out one thing of the infinitely long list of worst features of the Barack Obama (mis)adminstration:

    Three economists (from MIT and Tex A&M) have crunched the numbers and discovered that Obama’s Cash-for-Clunkers scheme back in 2009 was a failure even by Keynesian standards.

    The abstract of the study tells you everything you need to know.

    The 2009 Cash for Clunkers program aimed to stimulate consumer spending in the new automobile industry, which was experiencing disproportionate reductions in demand and employment during the Great Recession. Exploiting program eligibility criteria in a regression discontinuity design, we show nearly 60 percent of the subsidies went to households who would have purchased during the two-month program anyway; the rest accelerated sales by no more than eight months. Moreover, the program’s fuel efficiency restrictions shifted purchases toward vehicles that cost on average $5,000 less. On net, Cash for Clunkers significantly reduced total new vehicle spending over the ten month period.

    This is remarkable. At the time, the most obvious criticism of the scheme was that it would simply alter the timing of purchases.

    And scholars the following year confirmed that the program didn’t have any long-run impact.

    But now we find out that there was impact, but it was negative. Here’s the most relevant graph from the study.

    It shows actual vehicle spending and estimated spending in the absence of the program.

    For readers who like wonky details, here’s the explanatory text for Figure 7 from the study.

    The effect of the program on cumulative new vehicle spending by CfC-eligible households is shown in Figure 7. The figure shows actual spending and estimates of counterfactual spending if there had been no CfC program. Cumulative spending under the CfC program was larger than counterfactual spending for the months immediately after the program. However, by February 1 the counterfactual expenditures becomes larger and by April has grown to be $4.0 billion more than actual expenditures under the program. It is difficult to make the case that the brief acceleration in spending justifies the loss of $4.0 billion in revenues to the auto industry, for two reasons. First, we calculate that in order to justify the estimated longer-term reduction in cumulative spending to boost spending for a few months, one would need a discount rate of 208 percent. Given the expected (and realized) duration of the recession, it seems difficult to argue in favor of such a discount rate. Second, we note that Cash for Clunkers seems especially unattractive compared to a counterfactual stimulus policy that left out the environmental component, which also would have accelerated purchases for some households without reducing longer-term spending.

    By the way, the authors point out that Cash-for-Clunkers wasn’t even good environmental policy.

    One could also argue that this decline in industry revenue over less than a year could be justified to the extent the program offered a cost-effective environmental benefit. Unfortunately, the existing evidence overwhelmingly indicates that this program was a costly way of reducing environmental damage. For example, Knittel [2009] estimates that the most optimistic implied cost of carbon reduced by the program is $237 per ton, while Li et al. [2013] estimate the cost per ton as between $92 and $288. These implied cost of carbon figures are much larger than the social costs of carbon of $33 per ton (in 2007 dollars) estimated by the IWG on the Social Cost of Carbon [Interagency Working Group, 2013].

    So let’s see where we stand. The program was bad fiscal policy, bad economic policy, and bad environmental policy.

    The trifecta of Obamanomics. No wonder the United States suffered the weakest recovery of the post-WWII era.

    A comment adds:

    You missed one more. It was also bad social policy. There are two more things about the program that bothered me deeply.
    Firstly, the program removed from the buying public a source of decent used cars. All of those cars were the types of cars that the less-affluent of our society typically buy. Now they had a choice of either keeping a much older clunker going, or doing with out transportation. Because all of the vehicles within their price range of affordability had been removed from the road.
    Secondly as a car collector, I hate what it has done to the used parts market. A whole generation of good used car parts was removed from the marketplace. It was a requirement that the engines on these vehicles be run until they seized, and then the rest of the car was mandated to the crusher. This part never made ANY sense to me.
    So, this program made a dent in the normal operational fabric of society that will have implications in the decades to come as well.

    One of the accusations of Cash for Clunkers was that it would prompt people to purchase cars they couldn’t afford and then would have repossessed, just like the subprime housing crisis that crashed the entire economy.

    Well, a few years later, the National Motorists Association reports:

    For the past couple of months, there have been rumblings that auto loans are indeed on the same downward spiral as home loans were in 2008.  Fitch recently announced that loans issued in 2015 may end up being the worst performing ever in the history of auto-loan securitizations. Fitch rates the loans as cumulative net losses projected to reach 15 percent, exceeding the peak loss during the 2008 financial crisis.

    This is a slow-moving train wreck however because experts are unsure about loans issued in 2016. The auto loan instability has to do with the fact that institutional investors grabbed subprime auto loan securities because of higher yields (similar to the subprime house loan crisis of 2008). These subprime auto loans have been repackaged several times over and stamped with a high credit rating.

    Negative equity has hit an all-time high. During the first three months of 2017, the average negative equity per traded vehicles reached $5,195 which is the highest ever according to Edmunds.  Also the highest ever—the 32.8 percent of trade-ins with negative equity.  When the negative equity is then rolled into the new loan for the new vehicle—the consumer starts in a steep hole. In the event of a loan default, net losses soar.

    Why all this negative equity? Business Insider says there are three reasons:

    1)    Even though vehicle prices have gone up, consumers buy more expensive models because interest rates are low and longer loan terms keep the payments at an affordable monthly cost.

    2)    Loan terms are longer. In the first three months of 2017, loan terms reached a record 69 months. Terms between 73 and 84 months (seven years) accounted for 32.1 percent of all vehicle loans in the fourth quarter of 2016, up from 29 percent in 2015 during the same period. Used-vehicle loans accounted for 18 percent, a two-percent increase from 2015.

    3)    Used vehicle values are falling. In May, the Used Vehicle Price Index by J.D. Power Valuation Services declined for the tenth month in a row.

    Also, just like with the mortgage crisis, many consumers who are seeking funds to buy a car do not really have the credit rating or the money to buy a car but are lured in with less than stellar lending practices. This usually means much higher interest rates for people who are already on the edge financially.

    How can all this affect a motorist?

    The New York Times recently profiled a subprime auto loan borrower named Yvette Harris who is still paying off her 1997 Mitsubishi even after it was repossessed.  Her auto lender took her to court and garnished her wages in order to pay off the difference of the sale value of the car and the outstanding loan. This is now a common practice of subprime lenders. Unable to recover the balance of loans by repossessing and reselling the cars, some are aggressively suing borrowers to collect what remains.

    Why not take the chance on a risky borrower?

    If he or she defaults, subprime lenders can repossess the vehicle and persuade a judge in 46 states to garnish the borrower’s wages to cover the balance of the car loan.

    The impending subprime auto loan crisis might indeed be worse than the recent subprime loan mortgage crises for individuals. With a mortgage, a homeowner could turn the keys in and walk away. Not so with auto loan debt. Repossession is just the beginning of the quagmire for many car owners caught in the subprime auto loan trap. New York Legal Assistance Group consumer lawyer Shanna Tallarico said, “Low-income earners are shackled to this debt.”

    In February, a Bloomberg article stated “To be clear, this doesn’t point to an imminent, 2008-style meltdown. After all, the U.S. auto-loan market is about $1.1 trillion, which pales in comparison with the $8.9 trillion U.S. mortgage market and $8.6 trillion of dollar-denominated corporate credit. And only about one-quarter of the outstanding car loans have been extended to subprime borrowers, who are the ones having the problems.”

    Yvette Harris, the single mother living in the Bronx, mentioned earlier says this has been a nightmare. Even after $4,133 of her wages were garnished and she paid an additional $2,743 on her own, the lender still sought an additional $6,500. All for a vehicle that probably has a blue-book value less than $2,000.

     

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  • Presty the DJ for July 3

    July 3, 2017
    Music

    An interesting anniversary considering what tomorrow is: Today in 1978, the U.S. Supreme Court upheld a Federal Communications Commission ruling punishing WBAI radio in New York City for broadcasting George Carlin’s Seven Dirty Words. (If you click on the link, remember, you’ve been warned.)

    Birthdays begin with Fontella Bass:

    Damon Harris of the Temptations:

    (more…)

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  • Presty the DJ for July 2

    July 2, 2017
    Music

    Today in 1969, Leslie West and Felix Pappalardi created Mountain:

    Birthdays today start with Paul Williams of the Temptations:

    (more…)

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  • Presty the DJ for July 1

    July 1, 2017
    Music

    Today in 1963, the Beatles recorded “She Loves You,” yeah, yeah, yeah:

    Four years later, the Beatles’ “Sgt. Pepper’s Lonely Hearts Club Band” reached number one, and stayed there for 15 weeks:

    (more…)

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  • On National Corvette Day and Drive Your Corvette to Work Day …

    June 30, 2017
    History, Wheels

    … click here to read everything I have ever written about America’s sports car …

    … which, because life is unfair, is not my sports car.

    Today is the 64th anniversary of the completion of the first Corvette. Two days before that …

    On this day in 1953, workers at a Chevrolet plant in Flint, Michigan, assemble the first Corvette, a two-seater sports car that would become an American icon. The first completed production car rolled off the assembly line two days later, one of just 300 Corvettes made that year.

    The idea for the Corvette originated with General Motors’ pioneering designer Harley J. Earl, who in 1951 began developing plans for a low-cost American sports car that could compete with Europe’s MGs, Jaguars and Ferraris. The project was eventually code-named “Opel.” In January 1953, GM debuted the Corvette concept car at its Motorama auto show at the Waldorf-Astoria Hotel in New York City. It featured a fiberglass body and a six-cylinder engine and according to GM, was named for the “trim, fleet naval vessel that performed heroic escort and patrol duties during World War II.” The Corvette was a big hit with the public at Motorama and GM soon put the roadster into production.

    On June 30, 1953, the first Corvette came off the production line in Flint. It was hand-assembled and featured a Polo White exterior and red interior, two-speed Powerglide automatic transmission, a wraparound windshield, whitewall tires and detachable plastic curtains instead of side windows. The earliest Corvettes were designed to be opened from the inside and lacked exterior door handles. Other components included a clock, cigarette lighter and red warning light that activated when the parking brake was applied–a new feature at the time. The car carried an initial price tag of $3,490 and could go from zero to 60 miles per hour in 11 or 12 seconds, then considered a fairly average speed.

    In 1954, the Corvette went into mass production at a Chevy plant in St. Louis, Missouri. Sales were lackluster in the beginning and GM considered discontinuing the line. However, rival company Ford had introduced the two-seater Thunderbird around the same time and GM did not want to be seen bowing to the competition. Another critical development in the Corvette’s survival came in 1955, when it was equipped with the more powerful V-8 engine. Its performance and appeal steadily improved after that and it went on to earn the nickname “America’s sports car” and become ingrained in pop culture through multiple references in movies, television and music.

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  • The Roddenberry Box

    June 30, 2017
    media

    At the risk of generalizing, fans of the original Star Trek series have not been happy with the J.J. Abrams-led reboot, and they haven’t been particularly happy with the prospect of the Star Trek: Discovery TV series.

    Entertainment Weekly gives those fans ammunition, perhaps:

    Star Trek: Discovery is shedding a creative restriction that’s long frustrated top writers on previous shows in the franchise.

    Showrunners Aaron Harberts and Gretchen J. Berg — working from a creative roadmap laid out by executive producer Bryan Fuller — are delivering a Trek saga that gets rid of one the franchise’s decades-old limitations in an effort to evolve the series.

    As part of Trek creator Gene Roddenberry’s utopian vision of the future (and one that Trek franchise executive producer Rick Berman carried on after Roddenberry’s death in 1991), writers on Trek shows were urged to avoid having Starfleet crew members in significant conflict with one another (unless a crew member is, say, possessed by an alien force), or from being shown in any seriously negative way.

    This guideline wasn’t strictly followed across all 700 previous franchise episodes, of course. But in an aspirational effort to make the future more idyllic, Starfleet crew members typically weren’t supposed to demonstrate baser human flaws. For writers on Trek shows, the restriction has been a point of behind-the-scenes contention (one TNG and Voyager writer, Michael Piller, famously dubbed it “Roddenberry’s Box”). Drama is conflict, after all, and if all the conflict stems from non-Starfleet members on a show whose regular cast consists almost entirely of Starfleet officers, it hugely limits the types of stories that can be told.

    So for the CBS All Access series coming Sept. 26, that restriction has been lifted and the writers are allowed to tell types of stories that were discouraged for decades.

    “We’re trying to do stories that are complicated, with characters with strong points of view and strong passions,” Harberts said. “People have to make mistakes — mistakes are still going to be made in the future. We’re still going to argue in the future.”

    “The rules of Starfleet remain the same,” Berg added. “But while we’re human or alien in various ways, none of us are perfect.”

    The handling of these inner-Starfleet conflicts will still draw inspiration from Roddenberry’s ideals, however. “The thing we’re taking from Roddenberry is how we solve those conflicts,” Harberts said. “So we do have our characters in conflict, we do have them struggling with each other, but it’s about how they find a solution and work through their problems.” …

    There’s also the fact the last Trek series (Star Trek: Enterprise) went off the air 12 years ago and the TV drama storytelling has evolved to be more realistic since then — and so has sci-fi. A former Trek writer, Ron Moore (who, like Piller, was outspoken about Trek‘s limitations), conceived of his acclaimed 2004 Battlestar Galactica reboot as a way of telling the types of morally murky stories that Deep Space Nine and Voyager wouldn’t allow. Moore, Piller and Discovery‘s Fuller all worked on late 1990s Trek shows, collectively trying to push the format’s creative envelope in bold new ways. Mind you, Discovery isn’t nearly as dark as BSG — it’s very much Star Trek and Starfleet officers have still evolved in all respects from where we are now. As always, they’re admirable people you wish you knew in real life. But the show will also depict a wider and more realistic bandwidth of human (and alien!) drama.

    It may well be that this is EW’s attempt to hype the series, possibly for money. So keep that grain of salt in mind as you read on.

    The no-conflict rule, like the Prime Directive, was honored more in theory than in practice, particularly in The Original Series. It was beyond doubt the worst feature of The Next Generation. When you have to import conflict by importing aliens, that’s writer laziness. Starfleet, remember, is, or will be, a semi-military organization. Conflict exists in the military, but subordinates follow lawful orders and respect the rank, if not necessarily the person holding the rank.

    The Roddenberry Box is one of several Star Trek weaknesses that will probably not be fixed. Humans have existed for between thousands and millions of years, depending on your religious and scientific worldview. The idea that humans will evolve beyond conflict in just 300 or so years makes as much sense as the TOS episode “Spock’s Brain.” (How are we evolving with conflict now?) Roddenberry was as wrong as the creators of the Progressive Era in their mistaken belief that mankind can be improved.

    The answer to this and the supposed evolution away from capitalism is that thanks to replicators, to quote Capt. Jean-Luc Picard in TNG’s “The Neutral Zone,” “We have eliminated need.” I’ve written before here how ludicrous that is. Basically if resources are unlimited, there should be no need for an all-powerful Federation and its Starfleet enforcement arm to administer those unlimited resources. Since not everyone in the Federation has a starship, obviously resources are in fact scarce.

    The concern Star Trek fans have, and this is a valid concern, is that the new Star Trek will be full of the reboots’ explosions and lens flares, with bad stories and none of what made TOS and TNG work — the relationships between characters. (Sci-fi fans know that the Battlestar Galactica reboot was closer to “House of Cards” than to the original.) The no-conflict rule was a bad idea, but going completely in the opposite direction — say, the first officer scheming against her captain, or lieutenants looking to undercut each other — is no better.

    As for how else to do a better Star Trek, read here.

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  • Presty the DJ for June 30

    June 30, 2017
    Music

    Here’s an odd anniversary: Four days after Cher divorced Sonny Bono, she married Gregg Allman. Come back to this blog in nine days to find out what happened next.

    Birthdays start with Florence Ballard of the Supremes …

    (more…)

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  • Taxes and workers

    June 29, 2017
    Wisconsin business, Wisconsin politics

    Former Blue Cross–Blue Shield United of Wisconsin CEO Tom Hefty:

    Employers are struggling to find workers. A regional newspaper’s front-page headline screamed, “WANTED: MORE WORKERS.” Politicians have jumped on the bandwagon, proclaiming Wisconsin’s new goal is “workforce, workforce, workforce.”

    Unemployment in Wisconsin is at record lows. Workforce participation rates are among the highest in the country. Wages are rising. Things are getting better.

    A June op-ed in the Milwaukee Journal Sentinel by a conservative economist from the Manhattan Institute celebrated the state’s job growth and concluded, “Wisconsin essentially has run out of people who are unemployed.”

    So why are people leaving Wisconsin in record numbers? The U.S. census ranked Wisconsin 39th in net migration to other states — losing over 12,000 people in each of the past three years. At the current rate, people are leaving Wisconsin in numbers equivalent to losing the population of Green Bay every decade.

    The Milwaukee rankings on out-migration are even more troubling. In the March 2017 U.S. census report, Milwaukee had the sixth-highest domestic out-migration of any major metro area in the United States. Milwaukee County lost over 13,000 people. Worse yet, the rate of out-migration from the county doubled from 2012-’13 to 2015-’16.

    Building a workforce requires people — the natural growth of the population, attracting residents from other states and internationally, and keeping existing residents here. Claiming to have a workforce strategy without a real strategy to attract and retain people makes little sense.

    People move for a variety of reasons: jobs, family, weather, quality of life, schools, housing costs and taxes. Although academic studies differ on the level of importance, every study finds that taxes are one reason that people move. Sometimes, taxes are found to be the significant reason for migration to another state. Taxes have been found to affect even the location of star university scientists.

    Some of the potential reasons for the growing out-migration can be eliminated. Many things haven’t changed in Wisconsin. The winters are still cold. Family and in-laws are the same as ever. The quality of life is good in every national survey. Housing costs are below the national average.

    During the 1990s, Wisconsin gained residents in state-to-state migration. However, in the past 20 years, Wisconsin went from attracting people from other states to exporting people to other states.

    What changed?

    Wisconsin taxes today are relatively higher for upper-income individuals and on all investment gains. Those tax increases took effect during the Doyle administration and have not been reversed. Other states have cut taxes across the board. Wisconsin has not focused on individual tax cuts but rather on business tax cuts.

    The specific driver on out-migration is the tax burden for middle- and upper-income families in Wisconsin. The state ranks seventh-highest for income taxes on middle-class families. The 2017 ranking for property taxes for a middle-class home is fourth-highest in the country, costing Wisconsin residents more than twice what average homeowners pay across the country.

    What does this mean to a middle-class family in Wisconsin? The difference is more than $5,000 per year — comparing Wisconsin income and property taxes to the median among the states. Property taxes are $3,248 for the median-priced home in Wisconsin, double the national average.

    A closer look at who is leaving Wisconsin confirms the conclusion. As a Princeton University study in 2008 pointed out, Wisconsin attracts low-income individuals with lower levels of education — and Wisconsin loses upper-income individuals with higher levels of education. Wisconsin already had the third-worst migration pattern in the country in 2008. (See WPRI article “Wisconsin Flunks Its Economics Test.”)

    In 2014, a presentation to the Wisconsin Economic Development Association by a University of Wisconsin-Madison business school professor made the same point. Wisconsin attracted individuals from other states with lower levels of education — a net inflow of over 2,700 low-income individuals per year from 2008 to 2012. In that same period, Wisconsin lost 14,000 college graduates each year — the much discussed “brain drain” from the Badger state.

    A 2016 report to the Future Wisconsin Summit by another UW-Madison professor repeated the point in comparing those leaving Wisconsin and Minnesota. Over half of those leaving Wisconsin are ages 26 to 65. Over 60 percent of those leaving Wisconsin have incomes above $25,000.

    Naysayers might blame Act 10 — the 2011 Wisconsin law that sharply curtailed collective bargaining for most public employees — but the data contradicts that argument. Madison, the metro area most affected by Act 10 with its high proportion of government workers, continues to gain population.

    In contrast, Milwaukee, the metro area with no major state government offices, has a growing out-migration. Milwaukee ranks 48th out of 53 major metro areas in out-migration.

    Some reports show a declining Wisconsin tax burden, but those compare total taxes collected from all sources to total personal income. By looking at total taxes collected, equal weight is given to selective special interest tax breaks as to across-the-board tax cuts — changes that would attract and retain workers. The bulk of recent tax changes in Wisconsin did not go to middle-income families, the ones who are leaving the state.

    What does the future hold for the Wisconsin workforce? Natural population growth is not going to solve the problem. The number of individuals 17 and younger is down by 3 percent since 2010. The natural population pipeline is dry.

    Unless out-migration is reversed — or newcomers are attracted — Wisconsin will face growing workforce shortages in the years ahead. The Wisconsin Taxpayers Alliance did an excellent summary of the issues in “Wisconsin’s Migration Challenge” in July 2016.

    There are two fundamental policy directions to address workforce shortages.

    • Increasing state spending on workforce development and education. That increased spending puts pressure on raising taxes. Wisconsin already spends generously, ranking 12th in per-capita spending on post-high school education.

    • Cutting taxes to reduce out-migration and to attract new residents. The fastest-growing states have lower taxes than does Wisconsin.

    However, there is a third, middle-of-the-road choice: changing how Wisconsin’s taxing and spending decisions are made.

    Ten years ago, Wisconsin debated a Taxpayer Protection Amendment, often referred to as a taxpayer bill of rights, or TABOR. The amendment to the state constitution would have capped all state and local taxes and required voter approval for tax increases and for major spending projects.

    Wisconsin rejected the amendment after an assault on the concept by public spending groups in Madison.

    But Wisconsin does have half of a taxpayer bill of rights. For local government and school spending, tax increases and bonding require a local referendum. And those taxes are tied to schools. Local taxes can be increased by referendum, but there is no similar taxpayer power to cut other local taxes. There is no TABOR on state taxes. Wisconsin had a one-way TABOR — up — and only for some local taxes.

    Colorado adopted TABOR 20 years ago. Taxes are low. The economy is booming. That state is attracting strong in-migration. TABOR voters are smart — voting for increased spending on K-12 education, for the arts, light rail, airport expansion and even for taxation of legalized marijuana.

    Why not give Wisconsin voters the same opportunity to make the decision?

    Other states have begun looking at the competitive impact of state taxes. All of the Midwest faces demographic challenges. This is not to argue for simply slashing taxes. But it is time to address the growing workforce shortages and the out-migration causing those shortages. And it is time to move from a top 10 ranking in family taxes to a more competitive position for Wisconsin workers. A taxpayer bill of rights may be an alternative worth consideration.

    In June 2017, a more liberal commentator — Urban Milwaukee’s Bruce Thompson — published an article noting the growing Wisconsin out-migration and asked, “Who is leaving Wisconsin?” He did not consider tax burden but noted that middle-aged workers were leaving. His conclusion was, however: “There are more mysteries than answers.”

    Wisconsin is losing its workforce — a trend noted by conservative and liberal commentators alike. It is time to find out why. Let’s survey former state residents and ask them.

    A TABOR-like device is grossly overdue in this state, regardless of which party is in power. The state Constitution needs to include these things:

    • Requirements that all units of government, including state government, balance their budgets by Generally Accepted Accounting Principles. (All units of government except state government are now required to GAAP-balance except for state government, which is only required to cash-balance.)
    • Limits on spending for all units of government, including state government, to inflation plus population growth.
    • Required voter approval for all tax increases, including such spending projects as schools and municipally-built buildings.

    In a previous mention of TABOR I got the comment that fiscal policy should not be part of the state Constitution. However, Article VIII covers public finance, including requirements that taxation be uniform. Elsewhere in the Constitution includes a ban on taking private property for public use without “just compensation,” and Article I section 22:

    The blessings of a free government can only be maintained by a firm adherence to justice, moderation, temperance, frugality and virtue, and by frequent recurrence to fundamental principles.

    Without a Taxpayer Bill of Rights in the state Constitution, government is arguably violating the state Constitution.

     

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  • Presty the DJ for June 29

    June 29, 2017
    Music

    There was a definite horn rock theme today in 1968, as proven by number seven …

    … six …

    … two …

    … and one on the charts:

    Today in 1971, Mick Jagger and Keith Richards were sentenced on drug charges. And, of course, you could replace “1971” with any year and Jagger’ and Richards’ names with practically any rock musician’s name of those days.

    Or other people: Today in 2000, Eminem’s mother sued her son for defamation from the line “My mother smokes more dope than I do” from his “My Name Is.”

    Birthdays start with LeRoy Anderson, whose first work was the theme music for many afternoon movies, but who is best known for his second work (with which I point out that Christmas is less than six months away):

    (more…)

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Steve Prestegard.com: The Presteblog

The thoughts of a journalist/libertarian–conservative/Christian husband, father, Eagle Scout and aficionado of obscure rock music. Thoughts herein are only the author’s and not necessarily the opinions of his family, friends, neighbors, church members or past, present or future employers.

  • Steve
    • About, or, Who is this man?
    • Facebook
    • Twitter
    • Adventures in ruralu0026nbsp;inkBack in June 2009, I was driving somewhere through a rural area. And for some reason, I had a flashback to two experiences in my career about that time of year many years ago. In 1988, eight days after graduating from the University of Wisconsin, I started work at the Grant County Herald Independent in Lancaster as a — well, the — reporter. Four years after that, on my 27th birthday, I purchased, with a business partner, the Tri-County Press in Cuba City, my first business venture. Both were experiences about which Wisconsin author Michael Perry might write. I thought about all this after reading a novel, The Deadline, written by a former newspaper editor and publisher. (Now who would write a novel about a weekly newspaper?) As a former newspaper owner, I picked at some of it — why finance a newspaper purchase through the bank if the seller is willing to finance it? Because the mean bank lender is a plot point! — and it is much more interesting than reality, but it is very well written, with a nicely twisting plot, and quite entertaining, again more so than reality. There is something about that first job out of college that makes you remember it perhaps more…
    • Adventures in radioI’ve been in the full-time work world half my life. For that same amount of time I’ve been broadcasting sports as a side interest, something I had wanted to since I started listening to games on radio and watching on TV, and then actually attending games. If you ask someone who’s worked in radio for some time about the late ’70s TV series “WKRP in Cincinnati,” most of them will tell you that, if anything, the series understated how wacky working in radio can be. Perhaps the funniest episode in the history of TV is the “WKRP” episode, based on a true story, about the fictional radio station’s Thanksgiving promotion — throwing live turkeys out of a helicopter under the mistaken belief that, in the words of WKRP owner Arthur Carlson, “As God is my witness, I thought turkeys could fly.” [youtube=http://www.youtube.com/watch?v=ST01bZJPuE0] I’ve never been involved in anything like that. I have announced games from the roofs of press boxes (once on a nice day, and once in 50-mph winds), from a Mississippi River bluff (more on that later), and from the front row of the second balcony of the University of Wisconsin Fieldhouse (great view, but not a place to go if…
    • “Good morning/afternoon/evening, ________ fans …”
    • My biggest storyEarlier this week, while looking for something else, I came upon some of my own work. (I’m going to write a blog someday called “Things I Found While Looking for Something Else.” This is not that blog.) The Grant County Sheriff’s Department, in the county where I used to live, has a tribute page to the two officers in county history who died in the line of duty. One is William Loud, a deputy marshal in Cassville, shot to death by two bank robbers in 1912. The other is Tom Reuter, a Grant County deputy sheriff who was shot to death at the end of his 4 p.m.-to-midnight shift March 18, 1990. Gregory Coulthard, then a 19-year-old farmhand, was convicted of first-degree intentional homicide and is serving a life sentence, with his first eligibility for parole on March 18, 2015, just 3½ years from now. I’ve written a lot over the years. I think this, from my first two years in the full-time journalism world, will go down as the story I remember the most. For journalists, big stories contain a paradox, which was pointed out in CBS-TV’s interview of Andy Rooney on his last “60 Minutes” Sunday. Morley Safer said something along the line…
  • Food and drink
    • The Roesch/Prestegard familyu0026nbsp;cookbookFrom the family cookbook(s) All the families I’m associated with love to eat, so it’s a good thing we enjoy cooking. The first out-of-my-house food memory I have is of my grandmother’s cooking for Christmas or other family occasions. According to my mother, my grandmother had a baked beans recipe that she would make for my mother. Unfortunately, the recipe seems to have  disappeared. Also unfortunately, my early days as a picky, though voluminous, eater meant I missed a lot of those recipes made from such wholesome ingredients as lard and meat fat. I particularly remember a couple of meals that involve my family. The day of Super Bowl XXXI, my parents, my brother, my aunt and uncle and a group of their friends got together to share lots of food and cheer on the Packers to their first NFL title in 29 years. (After which Jannan and I drove to Lambeau Field in the snow,  but that’s another story.) Then, on Dec. 31, 1999, my parents, my brother, my aunt and uncle and Jannan and I (along with Michael in utero) had a one-course-per-hour meal to appropriately end years beginning with the number 1. Unfortunately I can’t remember what we…
    • SkålI was the editor of Marketplace Magazine for 10 years. If I had to point to one thing that demonstrates improved quality of life since I came to Northeast Wisconsin in 1994, it would be … … the growth of breweries and  wineries in Northeast Wisconsin. The former of those two facts makes sense, given our heritage as a brewing state. The latter is less self-evident, since no one thinks of Wisconsin as having a good grape-growing climate. Some snobs claim that apple or cherry wines aren’t really wines at all. But one of the great facets of free enterprise is the opportunity to make your own choice of what food and drink to drink. (At least for now, though some wish to restrict our food and drink choices.) Wisconsin’s historically predominant ethnic group (and our family’s) is German. Our German ancestors did unfortunately bring large government and high taxes with them, but they also brought beer. Europeans brought wine with them, since they came from countries with poor-quality drinking water. Within 50 years of a wave of mid-19th-century German immigration, brewing had become the fifth largest industry in the U.S., according to Maureen Ogle, author of Ambitious Brew: The Story of American Beer. Beer and wine have…
  • Wheels
    • America’s sports carMy birthday in June dawned without a Chevrolet Corvette in front of my house. (The Corvette at the top of the page was featured at the 2007 Greater Milwaukee Auto Show. The copilot is my oldest son, Michael.) Which isn’t surprising. I have three young children, and I have a house with a one-car garage. (Then again, this would be more practical, though a blatant pluck-your-eyes-out violation of the Corvette ethos. Of course, so was this.) The reality is that I’m likely to be able to own a Corvette only if I get a visit from the Corvette Fairy, whose office is next door to the Easter Bunny. (I hope this isn’t foreshadowing: When I interviewed Dave Richter of Valley Corvette for a car enthusiast story in the late great Marketplace Magazine, he said that the most popular Corvette in most fans’ minds was a Corvette built during their days in high school. This would be a problem for me in that I graduated from high school in 1983, when no Corvette was built.) The Corvette is one of those cars whose existence may be difficult to understand within General Motors Corp. The Corvette is what is known as a “halo car,” a car that drives people into showrooms, even if…
    • Barges on fouru0026nbsp;wheelsI originally wrote this in September 2008.  At the Fox Cities Business Expo Tuesday, a Smart car was displayed at the United Way Fox Cities booth. I reported that I once owned a car into which trunk, I believe, the Smart could be placed, with the trunk lid shut. This is said car — a 1975 Chevrolet Caprice coupe (ours was dark red), whose doors are, I believe, longer than the entire Smart. The Caprice, built down Interstate 90 from us Madisonians in Janesville (a neighbor of ours who worked at the plant probably helped put it together) was the flagship of Chevy’s full-size fleet (which included the stripper Bel Air and middle-of-the-road Impala), featuring popular-for-the-time vinyl roofs, better sound insulation, an upgraded cloth interior, rear fender skirts and fancy Caprice badges. The Caprice was 18 feet 1 inch long and weighed 4,300 pounds. For comparison: The midsize Chevrolet of the ear was the Malibu, which was the same approximate size as the Caprice after its 1977 downsizing. The compact Chevrolet of the era was the Nova, which was 200 inches long — four inches longer than a current Cadillac STS. Wikipedia’s entry on the Caprice has this amusing sentence: “As fuel economy became a bigger priority among Americans…
    • Behind the wheel
    • Collecting only dust or rust
    • Coooooooooooupe!
    • Corvettes on the screen
    • The garage of misfit cars
    • 100 years (and one day) of our Chevrolets
    • They built Excitement, sort of, once in a while
    • A wagon by any otheru0026nbsp;nameFirst written in 2008. You will see more don’t-call-them-station-wagons as you drive today. Readers around my age have probably had some experience with a vehicle increasingly rare on the road — the station wagon. If you were a Boy Scout or Girl Scout, or were a member of some kind of youth athletic team, or had a large dog, or had relatives approximately your age, or had friends who needed to be transported somewhere, or had parents who occasionally had to haul (either in the back or in a trailer) more than what could be fit inside a car trunk, you (or, actually, your parents) were the target demographic for the station wagon. “Station wagons came to be like covered wagons — so much family activity happened in those cars,” said Tim Cleary, president of the American Station Wagon Owners Association, in Country Living magazine. Wagons “were used for everything from daily runs to the grocery store to long summer driving trips, and while many men and women might have wanted a fancier or sportier car, a station wagon was something they knew they needed for the family.” The “station wagon” originally was a vehicle with a covered seating area to take people between train stations…
    • Wheels on theu0026nbsp;screenBetween my former and current blogs, I wrote a lot about automobiles and TV and movies. Think of this post as killing two birds (Thunderbirds? Firebirds? Skylarks?) with one stone. Most movies and TV series view cars the same way most people view cars — as A-to-B transportation. (That’s not counting the movies or series where the car is the plot, like the haunted “Christine” or “Knight Rider” or the “Back to the Future” movies.) The philosophy here, of course, is that cars are not merely A-to-B transportation. Which disqualifies most police shows from what you’re about to read, even though I’ve watched more police video than anything else, because police cars are plain Jane vehicles. The highlight in a sense is in the beginning: The car chase in my favorite movie, “Bullitt,” featuring Steve McQueen’s 1968 Ford Mustang against the bad guys’ 1968 Dodge Charger: [youtube=http://www.youtube.com/watch?v=GMc2RdFuOxIu0026amp;fmt=18] One year before that (but I didn’t see this until we got Telemundo on cable a couple of years ago) was a movie called “Operación 67,” featuring (I kid you not) a masked professional wrestler, his unmasked sidekick, and some sort of secret agent plot. (Since I don’t know Spanish and it’s not…
    • While riding in my Cadillac …
  • Entertainments
    • Brass rocksThose who read my former blog last year at this time, or have read this blog over the past months, know that I am a big fan of the rock group Chicago. (Back when they were a rock group and not a singer of sappy ballads, that is.) Since rock music began from elements of country music, jazz and the blues, brass rock would seem a natural subgenre of rock music. A lot of ’50s musical acts had saxophone players, and some played with full orchestras … [youtube=http://www.youtube.com/watch?v=9CPS-WuUKUE] … but it wasn’t until the more-or-less simultaneous appearances of Chicago and Blood Sweat u0026amp; Tears on the musical scene (both groups formed in 1967, both had their first charting singles in 1969, and they had the same producer) that the usual guitar/bass/keyboard/drum grouping was augmented by one or more trumpets, a sax player and a trombone player. While Chicago is my favorite group (but you knew that already), the first brass rock song I remember hearing was BSu0026amp;T’s “Spinning Wheel” — not in its original form, but on “Sesame Street,” accompanied by, yes, a giant spinning wheel. [youtube=http://www.youtube.com/watch?v=qi9sLkyhhlE] [youtube=http://www.youtube.com/watch?v=OxWSOuNsN20] [youtube=http://www.youtube.com/watch?v=U9U34uPjz-g] I remember liking Chicago’s “Just You ‘n Me” when it was released as a single, and…
    • Drive and Eat au0026nbsp;RockThe first UW home football game of each season also is the opener for the University of Wisconsin Marching Band, the world’s finest college marching band. (How the UW Band has not gotten the Sudler Trophy, which is to honor the country’s premier college marching bands, is beyond my comprehension.) I know this because I am an alumnus of the UW Band. I played five years (in the last rank of the band, Rank 25, motto: “Where Men Are Tall and Run-On Is Short”), marching in 39 football games at Camp Randall Stadium, the Hubert H. Humphrey Metrodome in Minneapolis, Michigan Stadium in Ann Arbor, Memorial Stadium at the University of Illinois (worst artificial turf I had ever seen), the University of Nevada–Las Vegas’ Sam Boyd Silver Bowl, the former Dyche Stadium at Northwestern University, five high school fields and, in my one bowl game, Legion Field in Birmingham, Ala., site of the 1984 Hall of Fame Bowl. The UW Band was, without question, the most memorable experience of my college days, and one of the most meaningful experiences of my lifetime. It was the most physical experience of my lifetime, to be sure. Fifteen minutes into my first Registration…
    • Keep on rockin’ in the freeu0026nbsp;worldOne of my first ambitions in communications was to be a radio disc jockey, and to possibly reach the level of the greats I used to listen to from WLS radio in Chicago, which used to be one of the great 50,000-watt AM rock stations of the country, back when they still existed. (Those who are aficionados of that time in music and radio history enjoyed a trip to that wayback machine when WLS a Memorial Day Big 89 Rewind, excerpts of which can be found on their Web site.) My vision was to be WLS’ afternoon DJ, playing the best in rock music between 2 and 6, which meant I wouldn’t have to get up before the crack of dawn to do the morning show, yet have my nights free to do whatever glamorous things big-city DJs did. Then I learned about the realities of radio — low pay, long hours, zero job security — and though I have dabbled in radio sports, I’ve pretty much cured myself of the idea of working in radio, even if, to quote WAPL’s Len Nelson, “You come to work every day just like everybody else does, but we’re playing rock ’n’ roll songs, we’re cuttin’ up.…
    • Monday on the flight line, not Saturday in the park
    • Music to drive by
    • The rock ofu0026nbsp;WisconsinWikipedia begins its item “Music of Wisconsin” thusly: Wisconsin was settled largely by European immigrants in the late 19th century. This immigration led to the popularization of galops, schottisches, waltzes, and, especially, polkas. [youtube=http://www.youtube.com/watch?v=yl7wCczgNUc] So when I first sought to write a blog piece about rock musicians from Wisconsin, that seemed like a forlorn venture. Turned out it wasn’t, because when I first wrote about rock musicians from Wisconsin, so many of them that I hadn’t mentioned came up in the first few days that I had to write a second blog entry fixing the omissions of the first. This list is about rock music, so it will not include, for instance, Milwaukee native and Ripon College graduate Al Jarreau, who in addition to having recorded a boatload of music for the jazz and adult contemporary/easy listening fan, also recorded the theme music for the ’80s TV series “Moonlighting.” Nor will it include Milwaukee native Eric Benet, who was for a while known more for his former wife, Halle Berry, than for his music, which includes four number one singles on the Ru0026amp;B charts, “Spend My Life with You” with Tamia, “Hurricane,” “Pretty Baby” and “You’re the Only One.” Nor will it include Wisconsin’s sizable contributions to big…
    • Steve TV: All Steve, All the Time
    • “Super Steve, Man of Action!”
    • Too much TV
    • The worst music of allu0026nbsp;timeThe rock group Jefferson Airplane titled its first greatest-hits compilation “The Worst of Jefferson Airplane.” Rolling Stone magazine was not being ironic when it polled its readers to decide the 10 worst songs of the 1990s. I’m not sure I agree with all of Rolling Stone’s list, but that shouldn’t be surprising; such lists are meant for debate, after all. To determine the “worst,” songs appropriate for the “Vinyl from Hell” segment that used to be on a Madison FM rock station, requires some criteria, which does not include mere overexposure (for instance, “Macarena,” the video of which I find amusing since it looks like two bankers are singing it). Before we go on: Blog posts like this one require multimedia, so if you find a song you hate on this blog, I apologize. These are also songs that I almost never listen to because my sound system has a zero-tolerance policy — if I’m listening to the radio or a CD and I hear a song I don’t like, it’s, to quote Bad Company, gone gone gone. My blonde wife won’t be happy to read that one of her favorite ’90s songs, 4 Non Blondes’ “What’s Up,” starts the list. (However,…
    • “You have the right to remain silent …”
  • Madison
    • Blasts from the Madison media past
    • Blasts from my Madison past
    • Blasts from our Madison past
    • What’s the matter with Madison?
    • Wisconsin – Madison = ?
  • Sports
    • Athletic aesthetics, or “cardinal” vs. “Big Red”
    • Choose your own announcer
    • La Follette state 1982 (u0022It was 30 years ago todayu0022)
    • The North Dakota–Wisconsin Hockey Fight of 1982
    • Packers vs. Brewers
  • Hall of Fame
    • The case(s) against teacher unions
    • The Class of 1983
    • A hairy subject, or face the face
    • It’s worse than you think
    • It’s worse than you think, 2010–11 edition
    • My favorite interview subject of all time
    • Oh look! Rural people!
    • Prestegard for president!
    • Unions vs. the facts, or Hiding in plain sight
    • When rhetoric goes too far
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