Wisconsin Notice Of Lease For Recording: Fill & Download for Free

It’s not racist. It’s elitist. The basic objective is to disenfranchise anyone for whom proving their residence and/or their citizenship to the standards required by the REAL ID Act would be impossible, impractical or legally inconvenient, even though the person is a legal U.S. citizen and resident.To obtain a REAL ID-compliant identification card, you must prove all of the following:Your real, full nameYour date of birthYour Social Security Number (or that you’re ineligible for one)Your address of principal residenceYour legal residency status in this countryYou have your birth certificate, a Social Security card and a recent utility bill in your name? Great, you’re golden.But what if you don’t? Ask the people who had to flee the wildfires in California on a moment’s notice whether they can prove to Federal standards that they are who they say they are, that they live where they say they live, and they belong in this country because they were born here, all right this moment. Ask the victims of Hurricane Harvey. Or Maria. A significant percentage of them will not be able to produce the documentation they’d need to get a REAL ID if they didn’t already have one.Sure, you can request a new copy of your birth certificate. You just need your full name, city/county of birth, date of birth, a valid reason to obtain the document, between $15 and $30 depending on whether you have to pay a convenience fee to the online broker handling your request, and proof of your identity in the form of a compliant, valid photo ID, such as a driver’s license or US passport. Similarly, you need to prove your identity with one of the same cards or documents to get your SSN card replaced. So if you lose it all including your REAL ID, or you never had one to begin with, you’re pretty hosed.More to the point, ask someone born two months early to a woman they’ve never known, whose birth certificate and SS card got left behind two foster homes back and whose case officer quit CPS in disgust three years ago, to produce the documentation needed to obtain a REAL ID. He might actually have a better shot at eventually getting those papers, because his identity is all over CPS’s records; he’d just need a case worker willing to help an aged-out foster kid on top of their existing case load.Ask the guy who now lives with his girlfriend in Section 8 housing off the contract after losing his package-handling job to a robot. Not a convict, not a dope slinger, not a gang-banger, just a down-on-his luck guy. Who happens to be among the roughly 30% of Section 8 inhabitants who are living there illegally, and who, if the landlord ever became aware of that and could prove it, would get himself and his girlfriend kicked out of their apartment, sued for back rent and ineligible for subsidized housing for life. He might have his papers, if he was able to grab them while ducking out of his apartment in the middle of the night, but many states require the address on his ID and the address on the voter registration to match. If his ID’s out of date because it’s his old apartment he was kicked out of when he lost his job, by law he’s required to update that address to his new resident address. Where he’s not supposed to be, so obviously the lease and utility bills aren’t in his name. And if he showed up to the DMV with his girlfriend and had her sign an affidavit that he lived with her, it’s now a matter of official record that they’re committing welfare fraud.Back to those wildfire and hurricane victims; many of them are living in their cars, on plots of land still in declared disaster areas (houses have a lot of toxic shit in them, and when they burn those toxins turn to ash and get rained into the soil and groundwater) where public utilities no longer exist and basic services aren’t being provided. For all purposes, they don’t live where they live. The deed is ash, or mush. Utility bills that showed their address are either ash/mush or haven’t come in months. We’re talking about hundreds of thousands of people displaced by these kinds of fires and floods, who still have a right to vote, but can’t prove it to the degree necessary to replace their documents and get a photo ID that would be accepted.Now ask any of these people how they’re likely to vote. Sure, there’s likely to be a few Republicans in the crowd, especially among Gulf Coast disaster victims, but you’re very likely to find a majority of these people very much in favor of increased funding for government assistance programs, and very unlikely to agree that their situation is all their own fault and they need to pick themselves up by their bootstraps and stop dragging the rest of the country down with them.People less likely to be able to procure a REAL ID-compliant identification card to use as their photo ID for an election, for any reason ranging from cost to availability of documents to lack of a physical residence, tend to be people, of any race, who need and receive government assistance and are very much in favor of these programs continuing, whether for themselves or others. That makes them more likely to vote Democrat.Now let’s see which states have a Voter ID law:Red is “strict photo ID”; you need a valid state issued photo ID (most of which have to be REAL ID-compliant) to vote, no substitutions.Amber is “non-strict photo ID”; a state-issued photo ID is highly preferred, but the law allows voting without one in various circumstances and with an alternate process of affirming your identity and residence.Dark blue is “strict non-photo ID”; you need some sort of proof of identity and residence to vote, but it doesn’t have to be a photo ID (a utility bill and some proof of your name is fine).Light blue is “non-strict non-photo ID”; voting is easier and faster for you if you can prove identity and residence in any way, but you can cast a ballot without meeting the requirements.Now, let’s look at the legislative majorities in State legislatures across the country:With the exception of Rhode Island and Hawaii, every state with a “strict” voter ID law, and/or a photo ID requirement to vote, passed that law through a Republican-majority legislature.Correlation doesn’t prove causation, but it’s a pretty strong indicator.Now, you may at this point be saying, “well OK, but the stated point of these laws is to prevent voter fraud, and that’s a good thing, so is it a net good?”That’s a fair question. In 2016, the State of Wisconsin, which had the toughest Voter ID law at the time, saw 300,000 fewer votes cast in the 2016 elections than in 2012. There are myriad reasons for that; no Obama on the ticket would naturally reduce black turnout, for instance (and that analysis is valid given the national demographic breakdowns of the vote). But we can surmise that Voter ID is at least partially responsible for the reduction in turnout; Wisconsin’s election commission made it pretty clear that you would be turned away from the polls without an ID.That’s one state in one election. How many instances of voter fraud have there been, to justify some hundreds of thousands being turned away?The Washington Post, a fairly centrist news agency, found 31. From 2000 to 2014. Out of a billion ballots cast.The Heritage Foundation, much more conservative-leaning, found just over 1000 cases. What’s the difference? Not sure, I don’t have a Washington Post subscription, so I can’t view the Post article to see the methodology differences. But even if we accept the Heritage Foundation’s number of 1071 cases over approximately the same 14-year timeframe, the number of people turned away from the polls in one state during one election in the name of preventing this fraud is two orders of magnitude higher than the actual incidence of fraud. Stated statistically, if we were to implement Wisconsin’s Voter ID law nationwide and if we saw a consistent drop in participation as a result, we would be disenfranchising 6% of our country who could and would otherwise vote, to prevent an event that results in 0.0001% of cast ballots being fraudulent.Politicians do things that will get them re-elected. Usually, that means doing what their constituent voters want to happen, because doing so makes the voters happy and gets them another term. However, when we’re talking about the actual mechanics of elections, this “direct the selfishness of the politician for the public good” idea breaks down, because changes to election laws that get the politician reelected are usually not in the best interests of the public. Especially when the stated purpose of that law is to prevent certain people from voting.

You are talking of the origins of the modern commercial airplane and not of the airline, so here goes.An eye-opener was distributed by the Air Transport Association in 1940. It was a comprehensive pamphlet entitled ‘Little Known Facts About the Scheduled Air Transport Industry’.They were little known facts, all right.Peculiarly, it was that little publication that pointed out just how small the airline industry really was in relation to the private flyer and fixed base operator.For instance: of all the airplanes (excluding military) in the United States, the scheduled airlines owned 3.1 per cent.The private flyer owned 54.2 per cent.The fixed base operator—he’s primarily a private flyer who has expanded to the point of making aviation his business—owned 41.6 per cent of all U. S. commercial aircraft.The remaining 1.1 per cent were C. A. A. and state-owned.Of course, one is inclined to think it unfair to tally all the lightplanes in the country against individual airliners.But let the Air Transport Association continue: as of January 1, 1939, 36.5 per cent of the total mileage flown was by private flyers and non-scheduled aircraft—compared to 19.6 per cent for the airlines.Biggest reason why these are little known facts was that the airlines got a thousand per cent more publicity than the private flyer.How many airliners were there in the United States then.There were exactly 353.Take the origin of Northwest Orient Airlines.Today's Northwest Orient Airlines originated on August 1, 1926 when Northwest Airways was formed to fly mail over C.A.M. 9 between Chicago and Minneapolis-St. Paul with intermediate stops at Milwaukee and La Crosse, Wisconsin.They began actual operations on October 1 with leased equipment (a Curtiss Oriole and a Thomas Morse) flying five round trips weekly over the 377-milt route.Within a month the budding airline took delivery on three Stinson Detroiters, its first fleet. Powered with a 200-horsepower Wright Whirlwind, the Detroiter cruised at 85 m.p.h. and could carry three passengers as well as the pilot in an enclosed cabin.▲Stinson DetroiterPEOPLE don’t buy airplanes the way they buy cameras. There has to be a specific need for an airplane. And the bigger the airplane, the more over-whelming the need for it must be.If you are selling an airliner, there needs to be an airline for it, which is where Bill Mara came in.From 1923 until after World War II, Bill Mara was in charge of sales for the Stinson Aircraft Corporation of Detroit, Michigan.By the late 1930s, aircraft markets were sufficiently well defined and aviation well enough established that Mara’s duties were fairly clear.In the mid-1920s, though, airplanes were dying from hunger. People wouldn’t ride in them, much less buy them.How then do you sell something exotic and oppressively expensive to people who don’t want it in the first place?Answer” doggedly.When Stinson introduced its revolutionary Detroiter in February 1926, there was good reason for its being a closed-cabin aircraft.▲Northwest was the first airline to have a closed-cabin airplane —a Detroiter.The Detroiter was meant to haul passengers. It was an airliner.Unfortunately, there were no airlines, so Mara’s job was obvious” first, promote aviation as a generally practicable mode of transportation; then, promote the notion that an air-line was a profitable enterprise; and finally, promote Stinson aircraft as the most promising choice for a fleet.It would be a slow process, but at least Mara had a clear-cut strategy.And as usually happens, clear-cut strategy went out the window almost immediately, replaced by luck, quirks of personality and simple, dedicated footwork.The first two Detroiters Mara sold went effortlessly to old friends of Eddie Stinson’s, the car-building Horace Dodge and his cousin, John D. Dodge.Price tag, $12,500.From there, things got sticky, and Mara began depending on the many financiers he had met as a member of the Greater Detroit Board of Commerce. One of these men was Col. L.H. Brittin, of the Minneapolis-St. Paul Board of Commerce.In 1926, the Twin Cities were being served by exactly one scheduled air carrier consisting of exactly one two-place open-cockpit Laird.▲Laird Commercial (they made sport-planes, too.)The plane hauled mail from Chicago each day and was chartered to carry one passenger per trip.The passenger seat, however, was occupied every single day by the plane’s (er, “line’s”) eccentric owner, Col. Charles Dickinson.After making millions in Chicago in the feed business, old Dickinson had become enamored of aviation.He had financed and accompanied Eddie Stinson on the first nonstop Chicago-New York night flight in 1923, and now Dickinson was in the habit of riding along in his Laird to Minneapolis every day.Dickinson so loved flying that he refused to buy a car, instead taking a taxi from his rooms in the Blackstone Hotel miles out into the country to Maywood Field, then leaving the cabbie with his meter running all day until Dickinson’s return flight from Minneapolis.Mara reckoned that Colonel Brittin’s civic pride could be excited into providing legitimate air-passenger service from Chicago to Minneapolis.He was right.At Brittin’s request, Mara wrote up a prospectus and a schedule of costs and flights.Brittin liked what he saw so far, and Mara liked the fact that the plan involved three new Stinson Detroiters.Brittin said he would raise half the money for the project in Minneapolis if Mara would raise the other half in Detroit.Mara did so, went to Washington and got Brittin a mail contract at $3 per pound, picked out flight crews (among them Charles “Speed” Holman, who would become a famous racer in the 1930s) and presented Brittin with a fait accompli.The line went into operation. Northwest Airlines had been born.On July 1, 1927, after nine months of experience in flying mail schedules with over a 90 % completion record, Northwest became a full-fledged airline by inaugurating regular passenger service between the Twin Cities and Chicago. Flights left Chicago at 5:45 a.m. and St. Paul at 2:40 p.m. Time en route with intermediate stops ran between 41/2 and 5 hours, depending upon the winds. It is recorded that in 1927 Northwest started all of its 521 scheduled flights—a record probably never equalled even by present-day airlines.However, in a day when visual contact was the only safe way to fly,Northwest pilots wisely selected to turn around or put down in the nearest cornfield on 62 of the scheduled departures. In 1927, the first calendar year of operation, Northwest Airways carried 27,647 pounds of mail and 27,030 pounds of freight. From July to October, they also flew 106 paying passengers . . . suspending regular passenger operation with the coming of winter.Cabin heat in their Stinson Detroiters was evidently minimal. After 1927, however, Northwest Airways functioned as a full-scale airline the year around ... with ever-improving equipment and over expanding routes that were to extend eventually from New York City, Washington, D.C., and Miami to the Philippine Islands. Keeping pace with the times, they officially changed their name in 1934 to Northwest Airlines . . . and later, unofficially added "Orient" for promotional purposes.But Bill Mara’s story goes on…..Not much later, Mara worked a similar deal with war aces Reed Chambers and Eddie Rickenbacker.After helping to raise the necessary capital, Mara saw Florida Airways come into being, providing regular scheduled service between Miami and Atlanta.Eastern Air Lines had been born.And the Stinson Detroiter was developing a reputation as a mainstream airliner.The same year, Mara found him-self stranded in Oklahoma City with another unsold Detroiter.Officially, the plane had been sold, but the buyer came up empty when it came time to exchange money for goods.As a flier, Paul Braniff, the buyer, was more enthusiastic than he was able.Paul’s brother, Tom Braniff, was a pillar of Oklahoma City society, however, having generated a fortune in real estate.Tom would go on to found Braniff.Paul benefited from his brother’s name in negotiating the Stinson purchase with Mara. The plane was ordered in colors that Mara recalled, “would make you want to vomit.”Still, a buyer was a buyer. Business was tough, so Mara had taken the order with no deposit, which he had never done before, because Paul Braniff said his backers in Oklahoma City wanted Mara to fly the plane down to prove that an airplane could fly in the area.A few weeks later, Mara flew the grotesquely painted Detroiter south and west only to find that Paul Braniff didn’t have the cash on hand.Stuck with a paint scheme that no one else in the world would buy, Mara realized he would have to sell the plane in Oklahoma City or admit defeat, take the plane home and have it covered in new fabric to sell elsewhere.Mara had noticed, though, that the train trip between Tulsa and Oklahoma City took four hours and 15 minutes, while the same trip could be made by air in just over an hour.Mara also noticed that there was a strong community of interest in the oil business between the two cities.He decided to approach the millionaire Tom Braniff on the subject.If Tom Braniff got, say, five others to come in with him, he could form an “airplane club” along the lines of a club Mara had organized in Detroit.With Paul Braniff as pilot, the plane would be at the disposal of any member who needed it.When members weren’t using the plane, it could he used to carry commercial passengers at a profit.Reacting with a mixture of belief in the practicality of the scheme and chagrin at his brother’s behavior, Tom Braniff agreed to the club, provided that Mara find the other five members.Mara walked the streets of Oklahoma City, and using Tom Braniff’s name, he found five other backers within a week.The plane was sold and in a couple of months was doing a heavy commercial trade.More Stinsons were bought (and paid for); Braniff Airlines, known to the end of its days for its individual paint schemes, was born.Mara then got in touch with the president of the Boston & Maine Railroad about the possibility of forming an airline.The Boston & Maine was interested but didn’t want to go it alone, so Mara worked out a temporary partnership between the Boston & Maine and Paul Collins and Gene Vidal (Gore’s father, incidentally).Collins and Vidal, with Mara’s ubiquitous assistance, had already formed the New York, Philadelphia & Washington Airline, later to become the famous Ludington Lines.This line was the first to offer every-hour-on-the-hour service at railroad Pullman fares between the cities of New York, Philadelphia, Washington and Baltimore, and it was also the first line to use the immortal Stinson SM-6000 trimotor.▲The Stinson TrimotorLudington eventually became another component of Rickenbacker’s Eastern Air Lines; in the meanwhile, however, the Boston & Maine Railroad was satisfied with its trial air service, and Northeast Airlines was born.On the West Coast, Mara helped form Tanner Air Service and Varney Speed Lines, sold the first airmail planes to China and Mexico and supplied Stinsons to every new service from Cliff Ball’s Pennsylvania Air Lines and Chicago & Southern Airlines to the first airline serving the Philippines. Mara got E.L. Cord to start Century Airlines, which became part of American Airlines, and in the end, it was Bill Mara who wrote the first prospectus for United Air Lines.How do you sell something exotic and oppressively expensive to people who don’t want it in the first place? Doggedly, patiently, with tact and good humor and the firm determination that what you have for sale is what people should buy.That’s how Bill Mara made Stinson Aircraft the dominant commercial airliner-builder of the late 1920s and early 1930s.Is this all? Of course not; how can you expect the Mahabharata to be written in three pages?But it is a beginning, and further research should take you to even more fascinating tales of the origins of commercial airplanes.

Technically, if you are living with friends or family, and unable to pay your own bills, you are considered homeless to some agencies, and not to others. So, I have been “homeless” since about 2003, despite staying with friends. At some parts of that, yes, I was on the streets, and/ or in a tent.When I was living with friends, it’s clear that most people would not have considered me “homeless” because I had a place to go back to. But I did not have a lease, or any agreement on how long I could stay, and it usually turned out to be 6 months, or less. That’s certainly not what I would call “stable housing”.Yes, I am aware that some cities will literally give people a bus ticket, plane ticket, drive them to some other town, then claim they do not have a homeless problem. Hawaii has become famous for that. And it’s not just the homeless people either. Many states still do this with the mentally ill, and get away with it, because people are too ill to figure out what has happened. Combine mentally ill with homeless, and a government agency could get away with quite a few questionably legal things.In the Chicago suburbs, I’ve seen something different. The shelters for sleeping are only open from October through April. You will have to get yourself to the county HQ to sign up for services. They will set a curfew of 4pm, and you have to get to the HQ by then every night. So much for a 9–5 job, huh? They don’t care if you have a job, they care if you follow the rules! From the shelter, they put you on a bus, to go to a different church in a different suburb every night? Why? Because no single church can afford the insurance/ liability/ etc. of running a shelter more than 1 night per week. They can call the dinner a “potluck” once a week, but not if they keep doing it. Nope, then they’d have to get food safety certificates. By 6am, they wake everyone and put them on a bus back to the county HQ, or the local Wal Mart or library. It’s up to you to figure out how to make it back to the shelter by 4pm.In the city? The shelters are something like 30 beds per place, and 80 people who need them. They want people to stick around and check in every 2 hours, not leave and see a boyfriend, do a drug deal, and they don’t give a damn if you have an interview or a doctor appointment. You must not need a bed badly enough to stick around. And yet, even if you do, your name might not come up. Huh, that tent is sounding better and better…But notice again. You must go to the county HQ. They will give you a free homeless ID card, with the shelter address. That means, technically, that the county HQ has hundreds of homeless people, while every surrounding suburb, has none. They have literally moved everyone to the next suburb over. NIMBY= Not In My Back Yard. But guess what? Homeless people can register to vote, with that free homeless ID card. And they would, if they had listened when asked if they wanted to register. I know I did!Oh yeah, did we mention that by January 2019, to receive food stamps, you will have to work 20 hours per week, or be cut off after 90 days? Wisconsin and Indiana are already doing that. I could see people trying to move to wherever doesn’t yet have such laws, but I’d have to do research to figure out where. There might not be anywhere left.It’s also not always easy to tell who is homeless and who is not. Me & the fiance had laptops, and were occasionally doing online contracts. We had a tent, and occasionally had laundry money. We had food stamps, so we were not starving. We had a camp shower, and could visit friends or relatives for a shower. We did not always look homeless. We got mistaken for students quite a bit.I had been living in a very small rural town of less than 2000 people. Had I set up a tent there, I doubt anyone would have found me, or known that I was homeless. The town had a food pantry, and a library, but I would have had to go over 12 miles to the nearest Wal Mart, and over 25 to the county HQ for anything else, like a doctor or for welfare. I heard that town had a tent city, and the police were constantly harassing people. Based on that, I might’ve stayed in a tent where I was, had I not gotten donations to move away.But it would have been just as impossible to find work in a town that small, homeless or not. A town with 2000 people has limited jobs to begin with, and they can always hire one of the other 100 teenagers whose parents insist on the kids working… at either the pizza place or McDonald’s. No where else, literally. If you’re older, you might say, “Well, I’ve had a bad track record, but people here just need a job done…” and get luckier than in a large city, where all applications are done online with background checks. But good luck with that. Again, had I stuck around longer, I might’ve tried, but I wasn’t having luck with anything else.Larger cities do offer more services, but also, a longer waiting list. Had I not moved back to a Chicago suburb, I don’t know where I’d be now. Yes, I still had to spend a year in a tent. But the charities finally helped me & the fiance, and we’re in an apartment paid for by charities now. It’s just weird to still have no income though. And yes, I would still call it “residence challenged” because the rules may change at any point, charity may lose funding, whatever, and we could be homeless again.