• A passing grade that should be an incomplete

    May 19, 2014
    Wisconsin business, Wisconsin politics

    Tom Hefty and John Torinus grade the Walker administration on economic development, and their grade is better than mine would be. Click on their names and read and judge for yourself.

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  • Presty the DJ for May 19

    May 19, 2014
    Music

    The number-one album today in 1958, and for the next 31 weeks, was the soundtrack to the musical “South Pacific” went to number one and stayed there for 31 weeks. The film version starred Mitzi Gaynor, who looked very much like my mother a few years later.

    Today in 1979, Eric Clapton married Patti Boyd, the former wife of George Harrison and the muse for the song “Layla.” The song lasted much longer than the marriage.

    One wonders if anyone played selections from that day’s number one British album:

    (more…)

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  • Presty the DJ for May 18

    May 18, 2014
    Music

    The number one single today in 1963:

    Another one-hit wonder had the number one single today in 1968:

    The number one single today in 1974 might be the very definition of the term “novelty song”:

    The number one British single today in 1975:

    (Which more appropriately should have been called “Stand by Your Men,” since Tammy Wynette had had three husbands up to then, and two more thereafter.)

    (more…)

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  • Presty the DJ for May 17

    May 17, 2014
    Music

    First,  for those who believe the British are the height of sophistication and are so much more couth than us Americans: This was the number one song in the U.K. today in 1986:

    The chicken is not having a birthday. Pervis Jackson of the Spinners is:

    So is drummer Bill Bruford, who played for Yes, King Crimson and Genesis:

    (more…)

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  • Coooooooooooupe!

    May 16, 2014
    Wheels

    Wikipedia provides a definition of the cars found on today’s blog:

    A personal luxury car is an American car classification describing a highly styled, luxury vehicle with an emphasis on image over practicality. Accenting the comfort and satisfaction of its owner and driver above all else, the personal luxury car sometimes sacrifices passenger capacity, cargo room, and fuel economy in favor of style and perceived cachet, as well as offering a high level of features and trim Typically mass-produced by employing a two-door platform with common mechanical components beneath their distinctive exteriors, these vehicles were a lucrative segment of the post-World War II automotive marketplace.

    Personal luxury cars are characteristically two-door coupés or convertibles with two-passenger or 2+2 seating. They are distinguished on the performance end from GT and sports cars by their greater emphasis on comfort and convenience. Even though they usually contain higher horsepower engines and the necessary support systems for the higher horsepower output (transmissions, tires, brakes, steering, etc.); these larger power trains usually only bring these vehicles back to the power-to-weight ratios that they would have had; if, their gross vehicle weights had not been increased to accommodate the installation of their luxury features and accessories. …

    Typically, the per unit profit of the sale of a new personal luxury vehicle is measured in thousands of dollars; to both the manufacturer, and the dealer. While the sale of a new compact or intermediate sedan yields only a few hundred dollars in profit per unit. However, they have additional styling elements and sometimes “baroque” designs. They are typically equipped with as many additional features as possible, including power accessories such as windows, locks, seats, antenna, as well as special trim packages, leather upholstery, heated seats, etc.

    Today’s blog could be said to be a variation on my previous work on types of cars not made anymore. By today’s definition these cars are battleship-size, but in their era there were, believe it or don’t, bigger cars on the road.

    While the majority of cars have had four doors for decades, two-door cars used to signify that the owner (1) had a smallish sports car, such as a Corvette; (2) didn’t want to pay more for a four-door, including salesmen who owned business coupes, or (3) had enough status that he (or sometimes she) had a fine car, but wanted to drive it himself (or herself), and didn’t usually need the back seat for passengers.

    A good starting point is 1949, when the automakers had been frantically redesigning their cars after frantically pushing new-before-World-War-II designs out the door after the end of WWII. In those days, Cadillac was the standard of the world, and not just in price, but in power. Cadillac’s 1948 cars were a new design, with its first “modern” V-8 added one year later:

    The Coupe de Ville was a fancier version of Caddy’s standard car. Midway through the next decade, Chrysler took its new hemi V-8, put in a handsomely styled car, and created the Chrysler 300 …

    … which Carl Kiekhaefer, owner of an outboard engine company, promptly raced on the stock car circuit.

    (Notice the “Mercury” underneath “Outboards” under the C-pillar. So why, you ask, would someone who created the Mercury outboard brand not race Mercurys? Good question, perhaps one Kiekhaefer’s son, Fred, could answer. I don’t believe Kiekhaefer or Mercury ever had a business relationship with Ford Motor Co., though I may be wrong about that.)

    One year later, Ford revived a model name it hadn’t used for several years, Continental, for briefly a new marque separate from Lincoln. The Mark II cost $10,000, five times the average car’s cost, yet Ford still lost almost $1,000 per Mark II it sold.

    Not to be outdone, Studebaker introduced four Hawks in 1956, ranging from the six-cylinder Flight Hawk to the Packard V-8-powered Golden Hawk.

    KONICA MINOLTA DIGITAL CAMERA

    Either the 300 or the Hawk could be said to be the world’s first “personal luxury” car  — at least one someone could actually afford to buy, though the 300 wasn’t cheap either. The second didn’t start as a personal luxury car, but the Ford Thunderbird, which started life with two seats similar to the Corvette …

    1955_ford_thunderbird-pic-6676703079005710268-640x480

     

    … added two seats in 1958. Sales flew upward, you might say; in fact, in the recession year of 1958, the Thunderbird was one of only two American cars that sold measuredly better than in 1957.

    2689715-1958-ford-thunderbird-thumb

    Over at GM, big coupes were basically just the two-door version of their model line. Pontiac debuted the Grand Prix in 1962, though it wasn’t distinctive from other Pontiacs until 1963:

    The bigger GM news in 1963 was the introduction of perhaps the most beautiful car of all time …

    469611-1000-02x

     

    … the Buick Riviera, though I prefer the ’65 and its hidden headlights myself.

    One year after the Riviera debuted, Pontiac debuted the 2+2 option on its Catalina — two bucket seats in front, two seats in back. It was meant to be to the Catalina as the GTO was to the LeMans.

    128535-500-0

    GM took a while to make a big stand in the personal luxury market, but once the Cadillac Fleetwood of carmakers got going, the hits came quickly.

    This is the Oldsmobile Toronado, the biggest car to that point powered by front-wheel drive since before World War II. The Toronado was a huge innovation, followed one year later by …

    … the Cadillac Eldorado, also front-wheel-driven.

    Three years later, the aforementioned Pontiac Grand Prix shrank to become …

    … this beauty, still a Grand Prix, but based on a lengthened mid-sized chassis. So was, one year later …

    … the Chevrolet Monte Carlo.

    You may notice a design theme developing here — long hoods and, with the advent of the Riviera, shrinking trunks, or at least the part of the car behind the rear axle. The full-sized personal luxury cars — the 300 and so on — still had full-size trunks, but styling started to shrink the trunks because longer hoods looked better.

    The Toronado, Riviera and Eldorado were redesigned to look either more or less conventional depending on your point of view in the early ’70s:

    The Toronado looked more like the previous Eldorado by 1971.
    The famous, or infamous, “boattail Riviera.”
    cadillac-eldorado-1971-8
    The 1971 Eldorado was still a fine-looking car, but more conventional in styling.

    Meanwhile, over at Ford Motor Co., president Lee Iacocca told his stylists to “put a Rolls–Royce grille on a Thunderbird,” and thus was created …

    … the Continental Mark III, followed in 1972 by the Mark IV …

    The 1976 Continental Mark IV Designer Series (from left) Pucci, Givenchy, Cartier and Bill Blass editions.

    … and in 1977 by the Mark V.

    Elsewhere in the Lincoln–Mercury showroom could be found Mercury’s brief answer to the Pontiac 2+2 …

    … the Mercury Marauder X-100, a car so over the top (hidden headlights, fender skirts, buckets and console, and of course a 429 V-8) that I of course would love to have one. This looks like something a 1970s private eye would drive.

    GM redesigned its Monte Carlo and Grand Prix, adding the companion Olds Cutlass Supreme and Buick Regal in 1973. Chrysler was selling big coupes, but not exactly anything special, until it introduced …

    Most of these cars were redesigned and shrunk in the late 1970s into the 1980s. (Chrysler brought back the 300, which looked a lot like a Cordoba.) And then the market started to fizzle out, due to gas prices, their practicality, or the ephermal nature of style.

    I didn’t have a personal luxury car in my early driving days, but I did have a big coupe …

    … a 1975 Caprice. It wasn’t sporty, though it had Radial Tuned Suspension. But it had a certain style, and doors big enough to serve as weapons if necessary:

    These cars are not and really were never practical. They had big engines but not necessarily great performance, but certainly bad fuel economy. Back-seat passengers complained about getting into and out of the back seat. Practicality was never the point; style was.

    The only domestically produced personal luxury coupe that comes to mind today is the Cadillac CTS and CTS-V coupes:

    01ctsvcoupefd2011

     

    On the one hand, style has certainly changed. On the other hand, with 556 horsepower under the hood, the CTS-V could run rings around any other car on this blog.

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  • Presty the DJ for May 16

    May 16, 2014
    Music

    The number one British single today in 1962 was based on Peter Tchaikovsky’s “Nutcracker Suite”:

    The number one single today in 1964:

    The number one album today in 1970 was Crosby Stills Nash & Young’s “Déjà Vu”:

    Think the “Super Bowl Shuffle” created the singing jocks genre of music? Then you haven’t heard the number one British single today in 1970:

    (more…)

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  • The American dream, such as it now is

    May 15, 2014
    Culture, US politics

    A YouTube video and a magazine have a somewhat related theme.

    Facebook Friend Bryan Caplan, a George Mason University economist, did this video …

    … the response to which ranges from unconvinced to quite hostile:

    • Sure, you might be underemployed due to inflation raising prices on everything or a college graduate struggling with impossible debt you’ll never pay off, but at least we can all watch videos on YouTube on our iPhones telling us that that everything is perfectly fine.
    • This video is giving false hope and does not take into account the cost of living during the 1900’s compared to today. In the 1900’s people did not need to make much money because everything was cheaper than it is today. The only reason why its hard for us to distinguish the poor and the rich on the street is because even when you are poor, you have still been trained to go out and buy expensive clothes and toys to play with.
    • Surely human’s natural inclination to moan about absolutely everything is the reason why we’ve come so far? The wooden stick’s working just fine, why put a bit of flint on it? “CAUSE IT TAKES 80 STABS TO KILL A MAMMOTH WITH A STICK, do you know how tiring that is?” So voila, flint spearheads, if we were complacent as a species, we’d be in a different place, look at chameleons, they’re pretty smug with their superpowers, but they’ll never invent Flowbee.
    • High inflation and a major correction in the DOW will just be little bumps on the overall uptrend…  Hmm.  What about the trend over the last decade for less economic freedom and more government spying in the US?  What about the massive government debt globally?  I guess in the long term we are all dead… So the short term is kind of important to We the Living.

    I’m not an economist, but I think comparisons are kind of meaningless. Not that long ago in the scheme of human history our ancestors had daily fights for survival. So compared to then, of course things are better. Anyone who didn’t die from an infection thanks to antibiotics should think things are better. Your being able to read this on a computer sized somewhere between a box of 3×5 cards and a suitcase should think things are better, at least in an overall sense.

    Note the comment that infers that you need a college education for certain professions. The concept of professional licensing is a topic that deserves more space than this, but to say that things are worse because people feel compelled to improve themselves through education is bizarre.

    Democrats nationwide and statewide are fixating right now on income inequality, which is interesting given that income inequality has worsened during the current administration in Washington, and given that there are more really, really rich Democrats than Republicans. And those really, really rich Democrats are not putting their money where their mouths are by altruistically sharing their wealth, with the possible exception (depending on how you define “sharing”) of Warren Buffett and Bill Gates. Besides that, the rich will always take care of their own money (which is how they became rich in the first place); the bigger question is how are the non-rich doing.

    As a UW student I was taught macroeconomics and microeconomics separately within the same class, but it seems likely to non-economists that someone’s perception of the latter influences that person’s feelings about the former. Caplan also doesn’t really address today’s rampant unemployment and underemployment, which is at levels that do not make noticeable economic growth that benefits most people sustainable. (Great legacy you’re leaving there, Barack.) Employment, doing something productive, is key to one’s happiness (to the extent that we’re supposed to be happy), and private-sector employment is the key to real live economic growth.

    Caplan essentially is arguing that because things are better now than 100 years ago (and even pessimistic readers must admit that none of us is going to die fighting World War I, nor are we going to die from the 1918 influenza outbreak), they will be better in the future. That brings to mind the fine print in financial planning ads: Past performance does not necessarily predict future results, particularly when bad people advocating bad policies are in power in Washington. (This means you, Barack, on both scores.)

    All this brings to mind a question that was actually asked before Caplan’s video. I commend to readers the Wisconsin Policy Research Institute‘s May issue, the theme of which is “Can the Dream Be Restored?”.

    Editor Charles J. Sykes introduces two of the many must-reads in the magazine:

    In a thoughtful interview with WPRI President Mike Nichols, [U.S. Rep. Paul] Ryan explains how entrenched poverty is a symptom of the decline of the American Dream. Ryan is careful to distinguish between two frequently conflated terms: inequality and mobility.  While President Obama focuses on the need for spreading wealth around, Ryan asks a very different question:  What are we going to do to remove barriers to allow more people to be where they want to be and do with their lives what they want to do? 

    In a related piece, Robert L. Woodson, Sr., founder of the Center for Neighborhood Enterprise, reflects on a listening tour that he arranged for Ryan to learn from community and faith-based leaders about the problems of poverty. “My goal in arranging these visits,” explains Woodson, “was to move beyond the traditional conservative and liberal understanding of how to address the needs of the poor.”  

    Nichols’ interview with Ryan can be read here, and Woodson’s piece can be read here.

    Rick Esenberg also writes about the pluses and minuses (yes, there are some) to a market economy:

    Economic arguments only go so far in the face of the natural desire of people to have more of what they do not have and their sense that the wealth enjoyed by others is “unfair.”

    But we can hardly decide whether inequality is a problem and, if so, what to do about it, without understanding what we are talking about.

    Our envy is not really over the 1% — a group that begins at somewhere in the neighborhood of $400,000 to $500,000 in annual income. This is a tidy sum, to be sure, but not nearly enough to finance the life of the rich and famous. We are actually green over some fraction of the 1% — those who earn millions every year and enjoy private jets and villas in Martinique.

    But even then, we aren’t bothered by all of these people. We complain about CEOs and investment bankers. We don’t complain about pop stars and utility infielders. There’s a reason for that.

    Most of us understand that someone who can play in the NFL or star in “Breaking Bad” is highly talented and earns huge sums of money for those paying the bills. We can’t see that with CEOs who seem to be doing something less extraordinary — sitting behind a desk and managing an organization. It doesn’t seem so special.

    But, in economic terms, we are wrong about that. Liberal economist Robert Frank, in his book The Darwin Economy, explains that the only thing surprising about CEO salaries is that they are not higher. The reason, he says, is that the quality of the decisions made by people who run extremely large entities can add or subtract hundreds of millions of dollars to or from the bottom line. It is, Frank argues, perfectly rational to pay huge salaries to maximize the possibility of getting the right person to make the right decisions.

    This doesn’t mean that companies will always choose wisely. The argument for markets is not that they are perfect, just better than command economies. To be sure, there was a time when the most highly paid earned less than they do today. Many on the left long to return to those days, calling it the Great Compression. This is more than a tad ironic. Back in the ’50s and ’60s, when that world still existed, the left hated it. …

    As Frank and others point out, the old economy was riddled with regulatory and cultural barriers that tended to protect established producers and discourage competition. The freer global economy that we have today tends to reward people at levels more commensurate with the economic value of their contributions, and that certainly increases income inequality.

    There is a robust debate among economists as to whether globalization and the turn to markets have helped the majority. While we hear claims that wages have been stagnant over the past 30 years and that mobility of generations is not what it should be, measuring these things over time is far more complicated than the sound-bite critics allow.

    When you peel this statistical onion, I think you’ll find that the standard of living for almost all Americans is far better than it was when I was young.

    Having said this, I think it’s fair to say that the new economy places a premium on marketable skills in a way that makes it more difficult for those lacking these skills to keep up.

    This will require policy responses. But, as [Alexis de] Tocqueville and [James] Madison noted long ago, the greater challenges may be political. They saw that envy could trump reason. Avoiding that will require a conversation rooted in fact and not passion.

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  • T-minus 498 days and counting

    May 15, 2014
    US politics, weather

    The Wall Street Journal’s James Taranto reports a deadline before “climate chaos,” which apparently is not Wisconsin spring:

    Uh-oh. “In two languages, French Foreign Minister Lauren Fabius started the countdown Tuesday to climate change disaster, speaking in Washington before a meeting with American counterpart Secretary of State John Kerry,” reports TheBlaze.com:

    “We have 500 days to avoid the climate chaos,” Fabius said in French. . . .

    Speaking then in English, Fabius touched on Iran, Syria, and Ukraine, but then quickly returned to climate change.

    “And very important issues, issue of climate change, climate chaos,” the foreign minister said. “And we have–as I said, we have 500 days to avoid climate chaos, and I know that President Obama and John Kerry himself are committed on this subject and I’m sure that with them, with a lot of other friends, we shall be able to reach success on this very important matter.”

    Taranto reports the deadline before whatever “climate chaos” is is Sept. 25, 2015.

    My favorite online meteorologist, Mike Smith, anticipated all this last year by repeating Taranto’s list of climate “tipping points”:

    • “Global Warming Tipping Point Close?”–headline, ClimateArk.com, Jan. 27, 2004
    • “Warming Hits ‘Tipping Point’ “–headline, Guardian, Aug. 11, 2005
    • “Earth at the Tipping Point: Global Warming Heats Up”–headline, Time, March 26, 2006
    • “Global Warming ‘Tipping Points’ Reached, Scientist Says”–headline,NationalGeographic.com, Dec. 14, 2007
    • “Twenty Years Later: Tipping Points Near on Global Warming”–headline, Puffington Host, June 23, 2008
    • “Global Warming: Those Tipping Points Are Closer Than You Think”–headline, WSJ.com, April 29, 2009
    • “Have We Reached the Tipping Point for Planet Earth?”–video title, StudioTalk.tv, May 11, 2010
    • “Must-Read Hansen and Sato Paper: We Are at a Climate Tipping Point That, Once Crossed, Enables Multi-Meter Sea Level Rise This Century”–headline, ThinkProgress.org, Jan. 20, 2011
    • “Earth: Have We Reached an Environmental Tipping Point?”–headline, BBC website, June 15, 2012
    • “In spite of the continued released [sic] of 90 million tons of global warming pollution every day into the atmosphere, as if it’s an open sewer, we are now seeing the approach of a global political tipping point.”–Al Gore, interview with Washington Post, Aug. 21, 2013

    Smith added:

    As far as I know, the earliest reference to global warming “tipping points” was in 1989. I did Google and Bing searches yesterday evening and there are more than one hundred alleged tipping points over the last 20 years.

    Take, for example, the December, 2007, tipping point reference from National Geographic. Here are world temperatures (the same ones used by Al Gore’s friends at the IPCC) since 2000:

    See any accelerating upward trend since January, 2008?

    Plus, there is no upward temperature trend (actually, it is downward) since we passed 400 ppm in CO2 concentration in the atmosphere. It, too, was supposed to produce an acceleration in the rate of warming.

    This is ridiculous. 

    By any definition of the scientific method of advancing a hypothesis (i.e., a given tipping point exists) and measuring the results (lack of the predicted acceleration of warming) the tipping point hypothesis is falsified. 

    Global warming, more and more, has become a matter of ‘faith,’ not science.

    I bring this up only to keep readers abreast of one of my favorite subjects, end-of-the-world predictions. Remember when the world ended in December 2012 as predicted by the Mayans?

     

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  • Presty the DJ for May 15

    May 15, 2014
    Music

    The number one British single today in 1959:

    The number one album today in 1971 was Crosby Stills Nash & Young’s “4 Way Street”:

    (more…)

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  • The last pro-business Democratic governor

    May 14, 2014
    Wisconsin business, Wisconsin politics

    David Blaska honors former Gov. Patrick Lucey, who died Saturday:

    No one did more than Patrick Lucey to transform Wisconsin into a two-party state. He died Saturday at age 96, the longest-lived governor in state history.

    Mr. Lucey was elected to the State Assembly in 1948, the state’s centennial, the same year as my grandfather John M. and a young Ruth Bachhuber Doyle, wife of Jim Doyle Sr. and mother of a future governor. All were Democrats. Warren Knowles and Mel Laird (still living!) were already veterans of the upper house when Gaylord Nelson joined them that year.

    Pat Lucey played hardball in his politics, as did his allies, the Kennedys, who were never shy about lubricating the electorate if it would help them win. My friend John Nichols has written a lovely remembrance of the man, true as far as it goes, but Patrick Lucey was no populist, however much John may wish.

    He was the last overtly pro-business Democrat to be elected governor of Wisconsin, elected from the hamlet of Ferryville, in picturesque Crawford County, where he was recently honored.

    He was very definitely a one-percenter, like Mary Burke, but oh so much more accomplished. Lucey and his combative wife, Jean, deigned not to move into the governor’s mansion; it would have been a step down from their own Maple Bluff home.

    In contrast to Ms. Burke, Lucey made his own money and knew how to encourage others to make wealth. It was he who enacted the Machinery & Equipment exemption from property taxes, which resulted in the Wall Street Journal naming Wisconsin “the [economic] star of the snowbelt.”

    Yes, Patrick Lucey was a tax cutter, like his hero JFK. He grew the pie instead of cutting it into ever-thinner slices. The Democrat who chairs the party today, as Patrick Lucey once did in its glory years, calls tax cuts a “gimmick.” As my father (he also served in the Legislature) said near the end of his life, I did not leave the Democratic Party, it left me.”

    Lucey did the hard work of getting the Democratic Party back into relevancy in the late 1940s, when Wisconsin’s two parties were the Republicans and the Progressives. For being the nation’s oldest political party, the Democratic Party in Wisconsin was rather irrelevant for a long time, until after World War II.

    Tom Still, who covered Lucey as a young Wisconsin State Journal reporter (whose work was read by a young WSJ reader), adds:

    Lucey, who died May 10 at 96, was elected governor twice in the 1970s before resigning late in his second term to become ambassador to Mexico. A few years later, disappointed in the Democratic president who appointed him, Lucey ran as independent John Anderson’s vice presidential running mate in an election won by Ronald Reagan.

    It was his stint as governor, and his knack for campaign tactics and hard-nosed party politics, that defined Lucey much more than his time in the national limelight.

    Along with a handful of other familiar names in Wisconsin politics – John Reynolds, William Proxmire, Gaylord Nelson and James Doyle among them – Lucey was an architect of the state’s modern Democratic Party. It arose in the late 1940s and early 1950s, just as the Progressive Party’s influence was waning, and quickly became a force in an otherwise Republican state.

    In part, that was because Lucey took political organizing to a new level. During his years as director and late as chairman of the Democratic Party, Lucey made sure the party fielded candidates in virtually every race for the Wisconsin Legislature. That hard work paid off. When Democrats finally won the Assembly in 1958, it was the party’s first working majority since 1933.

    Much of the political capital Lucey earned by working in party vineyards was available to spend during his years as governor. He dusted off the idea of merging the University of Wisconsin in Madison, which also included the UW Extension and campuses in Milwaukee, Green Bay and Racine-Kenosha, with the nine-campus Wisconsin State University System. At the time, both systems had a Board of Regents.

    He believed a merger would control costs at a time when “baby boomer” enrollments were taxing most campuses, diminish duplication, improve education and give the combined UW System a larger voice.

    The move was initially unpopular with legislators in both parties and many people within academia, particularly those on the Madison campus who believed it would water down the quality of the state’s flagship university.

    Lucey cracked heads, cut deals, cajoled and threatened (“I had to be pretty heavy-handed – no merger, no budget,” he said later) and won in October 1971 by the slimmest of margins. In some ways, the “merger wars” of that era wage on, as evidenced a few years ago when a proposal to carve out more autonomy for the UW-Madison was shot down, basically from within the UW System itself.

    Lucey rarely shied away from a fight. His push for changes in the state’s shared revenue system – the mechanism by which state tax dollars are redistributed to local governments – and the state aid formula for local schools were among other political rumbles.

    And while Democrats were closely identified with labor unions then and now, Lucey was still governor in mid-1977 during events that led to a major state employee strike. He was generally suspicious of the civil service, in general, and not afraid to put political appointees in place within state agencies to make sure his policies were being carried out.

    Although a tactician who loved the art of organization, Pat Lucey probably wasn’t a politician who would fit in well today. He joked about his own lack of charisma, wasn’t especially telegenic and often disagreed with his own party on major issues.

    Lucey represents a bygone, more personally civil, and more politically independent era in Wisconsin politics, as opposed to what we’ve seen in this state since the Scott Jensen/Chuck Chvala era. For one thing, Lucey was a real estate agent, and no legislator until the 1970s had the words “full-time legislator” appear in his or her Wisconsin Blue Book biography. Lucey was the last governor who could say that Wisconsin’s per capita personal income growth exceeded the national average.

    The Machinery & Equipment property tax exemption is a tax cut that would never be supported by Democrats today. The M&E exemption was a huge tax break for Wisconsin’s manufacturers, who obviously have a lot of capital tied up in machines. (Including Georgia-Pacific, owned by the Evil Koch Brothers.) Democrats today see business as a necessary evil at best.

    Democrat Mary Burke refuses to support tax cuts, including business tax cuts in a state with one of the highest corporate income tax rates in the entire world. Which is interesting because her family organized Trek Bicycles as a subchapter-S corporation so that the company didn’t have to pay corporate income taxes. There is nothing illegal or inappropriate about that, just hypocritical for someone running for governor based on her business experience. It’s also disingenuous for Burke to claim that Trek never made decisions based on tax impact; if a business isn’t taxed on its income (sub-S shareholders get all the company’s profits and thus pay taxes on those profits), there are no tax decisions to be made. And as a manufacturer, Trek certainly has taken advantage of not only the M&E exemption, but of the later computer equipment exemption.

    I’m not sure which is more ironic — the fact that Democrats desperately need more business presence in their party (instead of government employees and career politicians), or the fact that their supposed business candidate doesn’t espouse pro-business policies.

     

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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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