David Burge Profile picture
Aug 24, 2022 40 tweets 7 min read Read on X
Thank god we're finally addressing the plight of America's most disadvantaged community, Harvard Law graduates
Lawrence Tribe is University Professor Emeritus and former Carl M. Loeb University Professor at Harvard Fucking Law School. He's the one saying "thousands of my former students" are making less than $100k, not me

I mean, it's kind of surprising to learn there's that many Harvard Law alumni living paycheck to paycheck in a doublewide, working double shifts at Waffle House to pay their crushing student loan payments, but I guess Professor Tribe is the expert here
Fact of the matter is, grads of elite colleges like Harvard aren't the beneficiaries of loan forgiveness. Harvard has a negligible (1.1%) fed student loan default rate. And I do have sympathy for people who took out a loan, at 18-22, for the magic beans of a college diploma.
Like I said yesterday, the rogue's gallery of "colleges" with insane fed loan default rates are proprietary for-profit places, particularly barber & cosmetology schools, some approaching 70%. They prey on naive young people and should be blackballed from more fed student loans.
Here's bottom of the barrel, a list of "colleges" with fed student loan default rates of 40% and higher. They are less colleges than they are long cons to use naive 18 year olds to scam federal money. Image
The next group of colleges that have high loan default rates tend to be public community and vo-tech schools, many in economically depressed areas. Again, I have sympathy for those saddle with student loans for these schools. Image
IMO such places should have free tuition, but as a practical matter they *are* very inexpensive. Their high default rates stem from a number of underlying issues. First, many of their students need remediation and aren't well prepared for college, and end up dropping out.
A second issue is that while the school may have low cost, the fed student loan program doesn't quite track with student expenses. Possible to get a $10k student loan to attend a $5k/year community college.
It's not atypical for 18-year old community college students to rack up five figure debt, drop out in the first year, and have that debt hanging over their head without the benefit of even an AA diploma. A reasonable solution is to provide free tuition for CCs w/ oversight.
When we get to 4-year institutions the picture is sort of a two-by-two matrix. Ivys (which everybody on pundit Twitter seems to think are the only colleges in existence) have minimal default rates, as do highly selective public universities.
The default rates tend to climb as you get into 2nd and 3rd tier colleges. For instance UCLA, UC Berkeley, Stanford all have default rates <2%; Fresno State 4.7%; CSU-Bakersfield 5.3%.
The other dimension to the student loan default rate matrix is the *field of study*. I can't find default rates by specific majors within specific colleges, but it's reasonable to assume arts & humanities majors account for a disproportionate % regardless of the college. Image
As much as I'm for people following their artistic bliss, it's not unreasonable to question why we should extend student loans on a no-questions-about-major basis.
*Not to say there aren't art schools that do pretty well, student loan default-wise; Art Center College Of Design
in Pasadena for example has only a 1.1% default rate, which is as low as Harvard.
Anyway I'm late for dinner, I have a few other thoughts on this I will get to tomorrow
To continue: yes, student loan relief helps out poor people who were lured at young age into taking student loan debt to attend a shitty for-profit college, on the premise it was a ticket to a lucrative career in makeup and hair styling. In a way, that's good.
But it's not really good unless the fed loan program also produces a shit list of colleges like this with unacceptable loan default rates that are blackballed from further program participation. I'm sorry if this mean financial problems for venerable Larry's Barber College.
As I said the other day, the entire raison d'etre for these places is insane state occupational licensing requirements, like Texas's 1500 minimum hours to be a barber. And... surprise! The biggest lobbyists for these requirements are the barber colleges themselves.
Student debt relief also helps those who drop out of college due to lack of preparation, leaving them with no degree, a lost year of wages, and plenty of debt. Again good. But the follow up should be the college refunding the student's subsidized tuition to the loan program.
The lender (our) attitude should be: we subsidized this student's education at your school, on the premise they were prepared and the experience would benefit them enough that they would be able to pay it back. Clearly that didn't happen, so fork over the refund.
But the relief also benefits recent graduates of selective colleges of dubious need -- 2018 theater graduates of NYU for instance. Many selective colleges, like Harvard, have negligible default rates and experience suggests their grads would've paid loans without relief.
Even at expensive, highly selective colleges, there are study programs within it with unacceptable default rates. If there is an obvious glut of artists and actors unable to repay student loans, it's fair to ask why we should be further subsidizing more of them.
The student loan relief makes no such distinctions. Do you make less than $125k? Here's $10k off your principle. Did you have Pell Grants? Double it.

Worse, it doesn't make even the slightest nod toward reforms that would address the root of the repayment problem.
Worse yet, it pretty much incentivizes current and future student debt holder to default at even hire rates. Why pay back your loan, when eventually there'll be another relief package coming in a couple years?
Above all, while we're all arguing on who should pay for student debt, we need to address the real root of the problem: why does a college education cost so fucking much? Nothing - and I mean nothing - has inflated like the cost of college. Not heath care, not gasoline, nothing.
The answer, in large part, is the student loan program itself. Offering $10k in tuition assistance at a $20k college just encourages the college to hike tuition to $25k. And use the proceeds to add layer upon layer of administrative bloat and overhead.
At many (if not most) top universities in the US, administrative staff outnumbers teaching staff, with vast fiefdoms of admin departments with no apparent function other than useless busywork.
As the lenders underwriting all this, it may be time for us to bring in the Bobs. Image
After the dust clears on all this, in my mind the simplest and most effective way to reform the student loan system is to require colleges to co-sign the loan contract. The students have skin in the game, taxpayers have skin in the game, now it's time for colleges to ante.
just my 2c. End of rant.
well I guess *not* the end of my rant. Don't cite me as supporting a "fuck the poors, I paid back my loans they can too" position. I am a middle class farm kid from rural Iowa, first 4-year college grad in my family who greatly benefitted from my time at Ottumwa Body & Fender.
I have genuine sympathy for low income kids with unpayable student debt, and want them to experience the boost I did. I have far far more in common with them than I do Harvardians. And I know the cheap tuition I paid is dwarfed by what it would cost today.
You can gripe that states aren't picking up enough of the tab, but that's an expensive band aid when university spending budgets are growing at unsustainable rates.

Case in point, U of Iowa. FY2000 expenditures ~$1 billion, FY2022 $2.7 billion.
That's a 170% spending increase over 22 years with cumulative inflation of 72%, and when student enrollment only increased from 28,500 to 31,500.

It's not anti-poor kids to ask exactly why university spending, in real per student terms, has nearly doubled in 22 years.
Exerting some cost containment at universities - eliminating useless admin departments and poor performing degree programs - would in fact BENEFIT disadvantaged students through lower tuition. And that kind of fiscal discipline should be rewarded in state appropriations.
Instead, universities are treated as the Great and Beneficent God Mammon, from whom all favor comes, and to whom all tribute must be paid without question. And we sit around and bitch about who's gonna pay for Mammon's tribute without examining the invoice.
The issue here is not so much predatory lending as it is predatory educating.
*quick correction: I stated earlier in this thread that inflation adjusted per student spending at U of Iowa had "nearly doubled" 2000-2022, which is incorrect. Actual number is a 42% increase. Still a major increase but not 100%.
Apologies for that math error, I'm just a drunk who IDs cars and makes fart jokes on Twitter. In my own defense I at least have an interest in the underlying nature of the problem, unlike political pundits who'd rather regurgitate simplistic class resentment hysterics.

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More from @iowahawkblog

May 24
Happy Indianapolis 500 Day to all who celebrate from Dave's Car ID Service! Today we pay homage to Indy's "Junk Formula" Era of 1930-37.

Why celebrate a formula for junk? Let me give you some context. At its inception Indy featured some cars that were pretty much stock. In that first 1911 race, the 5th place finisher was a stripped-down but otherwise complete stock Marmon 32 passenger car that was street-driven to the track. It was in the realm of possibility for a regular upper-middle class Joe with cojones and a dream to participate.

That all changed quickly, especially after WW1. By then it was strictly a rich man's sport, dominated by very exotic and expensive specialized racing machines, primarily Millers and Duesenbergs. Rules demanded smaller and smaller engine displacement. Until 1922 cars were limited to 3 liters (183 cubic inches), then from 1923-25 2 liters (122 ci) and starting in 1926, 1.5 liters (91 ci). The reduction in displacement was to curb speeds in an age where death on the track was common, but also to spark innovation.

Those rules worked almost too well. Geniuses like Harry Miller and the Duesenberg brothers figured out ways to coax ever more power out of ever smaller engines: overhead cams, integrated head-engine block casting, arrays of carburetors, exotic superchargers.

Those cars, to me, are the Sistine Chapel of American car racing. But they were incredibly expensive, and you had to have one if you wanted to be competitive at Indy. This all but closed off the field to anyone who didn't have cubic buttloads of cash.

That was okay for a while. During the Roaring Twenties there were plenty of high-living Gatsbys who wanted to sink some mad money into the exciting glamorous world of big time auto racing.

But then came October 29, 1929.

The Black Tuesday stock market crash wiped out a good number of those Indy-curious Gatsbys, kicking off what would soon become the Great Depression.

Enter Eddie Rickenbacker.

Best known as a World War I fighter ace, Rickenbacker was already famed as a successful racing driver for Duesenberg before the war. In 1927, the war hero had enough financial backing to buy Indianapolis Motor Speedway. Less then two years later he was faced with a grim reality: there were probably not going to be enough entries in the 1930 race to fill the 33-car grid. The economy's impact on ticket demand meant that the total prize purse for 1930 would be reduced from $98,000 to $54,000, and the winner's share from $50,000 to $18,000. Which made it even harder to attract entrants, etc. A vicious cycle that threatened to end the Indy 500 for good.

In response, Rickenbacker announced a new set of rules for 1930: displacement up to 6 liters (366 cubic inches) was allowed, supercharging was banned, there would be a return to Indy's mandatory ride-along mechanic rule 1911-22, and the field was expanded from 33 to 38.

This rule was derided by the high-dollar Miller and Duesenberg teams as the "Junk Formula," because it meant there'd be cars in the field with unsophisticated stock block engines. But that was sort of the point. It gave quasi-regular Joes and backyard mechanics a fighting chance to field a car at Indy, powered by a big modified Buick or Studebaker engine.

It didn't end the dominance of Miller & Duesenberg, who created their own bigass engines under the new rules, and no true "Junk Formula" car ever one. But helped keep Indy alive during 1930-37, amid the darkest days of the Great Depression.Image
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The first Indy Junk Formula cars of 1930 were a bit ungainly compared to the supersleek Millers of the day, but had some success.

#1 here is Rollie Free piloting the Slade Special, powered by a Chrysler Model 70 engine. Free would go on to become a motorcycle legend, photographed in the 1950s planking in a Speedo on his Vincent Black Shadow across the Bonneville Salt Flats en route to a motorcycle land speed record.

#2, the Buick Fireball 8-powered Butcher Brothers Special. That's Harry Butcher behind the wheel with brother Jimmy as ride along mechanic. Just a couple of bros with a dream.

#3, The Romthe Special, driven by J.C. McDonald. Powered by a Studebaker engine, and you can see the stock Studebaker hood sides.

#4 Chester Miller behind the wheel of the Fronty Special. Believe it or not, the engine block is a stock Ford Model A 4-banger, but with a Frontenac (aka "Fronty") overhead cam conversion. Frontys were popular at lower classes of racing, and designed by the Chevrolet Brothers.Image
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As the Depression deepened, so increased the number of Junk Formula cars at Indy. And they became more beautiful and sleek.

#1 Studebaker's stable at the 1932 500, with their wonderfully Art Deco grilles.

#2 Al Miller in the Hudson Special.

#3 Phil "Red" Shafer of Des Moines in his Buick Fireball 8-powered Shafer Special.

#4 Chet Miller in the Bohnalite Special, the first Ford flathead V8 to race at Indy.Image
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Read 5 tweets
May 16
Today's Dave's Car ID Service pays homage to the General Motors Technical Center in Warren Michigan, which held its grand opening May 16, 1956. The absolute pinnacle of postwar Detroit style, confidence, and power, and a fitting showcase for a 1956 Cadillac Coupe de Ville. Image
The shot of the Caddy was merely the lobby of the Design Center. The technical center itself is a huge 320 acre campus, built around an artificial lake, with office space originally designed for 5,000 workers - engineers, designers, researchers, GM's brain center. At the time of its opening 70 years ago it had a reported price tag of $100 million, about $1 billion in 2026 money.

Internal discussion of the project began in 1944, when GM car production was still shut down for war production. GM Chairman Alfred P Sloan and Research Director Charles Kettering (of Sloan Kettering cancer hospital fame) presented the proposal with early design layouts to the GM Board that December. It was approved, and the first 100 acres of farmland were purchased outside the then-tiny town of Warren, north of Detroit.

Neither Sloan nor Kettering really cared for architectural flourish, but GM's chief of styling Harley Earl argued that an architecturally distinct working environment would spur creativity and innovation. The earliest design by Finnish-American Eliel Saarinen were in a Streamline Moderne style, similar to the GM Pavilion building at the 1939 New York World's Fair. In 1948 GM again hired Saarinen, Saarinen & Associates to revise the plans. It was assigned to Eero Saarinen, Eliel's son. It would be his first solo project as an architect. Saarinen's revised design was in the International Style, influenced by Mies van der Rohe's IIT campus in Chicago. The landscape architecture was handled by Thomas Church.

It took 8 years to complete, and the Finnished product (pun intended) is among the most stunningly beautiful examples of Midcentury Modern architecture ever built. Subsequent expansion of the campus to accommodate 20,000 workers, and $1 billion renovation/restoration completed in have adhered to that style. It was truly "Where Today Meets Tomorrow."Image
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Imagine going to work every day here. I don't know about you but I wouldn't need to set my alarm clock.

I've attempted to get into the GM Technical Center for a tour and looky-loo, only to get the bum's rush from the gate guards. Very hush hush place with high security.

In case anybody from General Motors reads this, could I prevail upon you to take pity on this old car & architecture nut and request a guest pass on my behalf? I will be in Detroit later this year, and honestly I'm fairly harmless.Image
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Read 23 tweets
May 13
Players earning money, out in the open, in a free market
Historically bad program winning a championship
Teams with gigantic spending failing terribly
10-15 programs with a legitimate chance at a title
End of the ESPN-SEC 1000 year reich

What's not to like?
Iowa has about the lowest transfer turnover in the country. Because they recruit underrated 2-3 stars with chips on their shoulders who remain loyal. Pay $2 million for a 5-star, don't be surprised when he considers the deal purely transactional.

Read 7 tweets
May 11
I love Texas, but my god the Dallas skyline is an aesthetic abomination.

Worldwide skyline rankings:

1. Chicago
2. 4000-way tie of also-rans
Say what you want about Chicago, but its skyline is a 140 year long group project masterpiece. Unequaled on Planet Earth, go talk to a wall Image
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Honestly outside a few notable buildings Manhattan architecture is decidedly mid. Like a movie trailer that shows you a few highlights but the rest is just boring
Read 4 tweets
May 10
M is for her Mercury Marauder
O is for her Oldsmobile Jetfire Image
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T is for the Triumph Grandpa got her
H is for her Hudson white wall tires Image
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E is for her fashion top Electra
R is for her Rambler '53 Image
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Read 30 tweets
May 9
A very happy 150th birthday to the Otto Cycle internal combustion engine from Dave's Car ID service! Revealed May 9, 1876, it was the first practical example of a gasoline powered 4-stroke (a/k/a Otto Cycle). Or as we gearheads say, "suck squeeze bang blow."

German Nicolaus Otto invested 14 years of research, trial and error, and help from his employees Gottfried Daimler and Wilhelm Maybach into creating it, but reportedly had zero interest in transportation applications; his were all designed as huge stationary engines for industrial or agricultural jobs. When it debuted, it claimed the "day of steam was at end." Not a correct forecast as it turned out, but it carved out a niche in the light industrial market. I've seen a working Otto engine from the early 1880s.

In any event, the potential of Otto's engine for transportation didn't escape his employees Daimler & Maybach, who pioneered the earliest days of automobiling with scaled down, more efficient versions of Otto's 4-stroke. It wasn't the invention of the car, but it made the invention of the car possible.Image
Technically the Otto engine was not the first internal combustion engine. Otto was inspired to create his design after seeing Jean Lenoir's IC engine in 1862. He built a replica but noted it was noisy, inefficient, and had an unfortunate tendency to BLOW THE HELL UP.

The key insight he derived was that compression mattered. Though it had a piston, Lenoir's design did not compress the fuel, it simply ignited and returned to TDC where it received the next fuel charge. It worked, but not for long due to the stress on the cylinder and piston. Otto's experiments proved fuel compression was more efficient and resulted in more power and durability.

Unlike Otto, Lenoir *was* interested in transportation. He powered a boat with one of his engines in 1861, and built his "Hippomobile" (2) in 1862. Petroleum powered, it made a 7 mile trip around Paris in 1863 at about 1.8 MPH. Arguably the first gasoline powered car, beating the Benz Patent-Motorwagen by over 20 years.Image
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So was Lenoir's the first internal combustion engine? Like the debate over the "first car," therein lies a definitional rabbit hole. The answer is no; in 1851 Italian mathematics professor Eugenio Barsanti and engineer Felice Matteucci patented a hydrogen-burning IC with free floating pistons (a replica in #1).

And WAY before that, French-Swiss artillery officer and inventor Francois De Rivaz received an 1807 patent for a gravity piston & ratchet wheel hydrogen IC design that he completed in 1804-05 (2). He even made a vehicle with one (3) in 1807.

To dive even deeper in the IC rabbit hole, the Niépce brothers received a 1807 patent for their "Pyréolophore," an internal combustion engine for boats. The fuel? A mixture of finely crushed coal dust and lycopodium powder.Image
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Read 30 tweets

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