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Economic Illiterate Obama On Life’s Lottery Winners — Wealth, Job and Income Creators Pay Over 70% of Federal Income Taxes — Obama Wants More — Greedy Progressive Politicians Use Government To Steal Other People’s Money — Videos

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Story 1: Economic Illiterate Obama On Life’s Lottery Winners — Wealth, Job and Income Creators Pay  Over 70% of Federal Income Taxes — Obama Wants More — Greedy Progressive Politicians Use Government To Steal Other People’s Money — Videos

“But how is this legal plunder to be identified?

Quite simply. See if the law takes from some persons what belongs to them and gives it to other persons to whom it does not belong.

See if the law benefits one citizen at the expense of another by doing what the citizen himself cannot do without committing a crime.”

“The state is that great fiction by which everyone tries to live at the expense of everyone else.”

~Frédéric Bastiat

Obama Dismisses Wealthy Americans As ‘Society’s Lottery Winners’

Obama: Tax Hedge Funds More

EAT THE RICH!

IDIOTS – Who pays the most taxes – Franklin vs Marx

Why the Rich Never Pay Taxes

Why The Rich Pay Lower Taxes

Summary of Latest Federal Income Tax Data

December 22, 2014
By Kyle Pomerleau,Andrew Lundeen

The Internal Revenue Service has recently released new data on individual income taxes for calendar year 2012, showing the number of taxpayers, adjusted gross income, and income tax shares by income percentiles.[1]

The data demonstrates that the U.S. individual income tax continues to be very progressive, borne mainly by the highest income earners.

  • In 2012, 136.1 million taxpayers reported earning $9.04 trillion in adjusted gross income and paid $1.1 trillion in income taxes.
  • All income groups increased their income and taxes paid over the previous year.
  • The top 1 percent of taxpayers earned their largest share of income since 2007 at 21.9 percent of total AGI and paid their largest share of the income tax burden since the same year at 38.1 percent of total income taxes.
  • In 2012, the top 50 percent of all taxpayers (68 million filers) paid 97.2 percent of all income taxes while the bottom 50 percent paid the remaining 2.8 percent.
  • The top 1 percent (1.3 million filers) paid a greater share of income taxes (38.1 percent) than the bottom 90 percent (122.4 million filers) combined (29.8 percent).
  • The top 1 percent of taxpayers paid a higher effective income tax rate than any other group at 22.8 percent, which is nearly 7 times higher than taxpayers in the bottom 50 percent (3.28 percent).

Taxpayers Reported $9.04 Trillion in Adjusted Gross Income and Paid $1.19 Trillion in Income Taxes in 2012

Taxpayers reported $9.04 trillion in adjusted gross income (AGI) on 136.1 million tax returns in 2012. This represents $725 billion in additional income over 2011 on 500,000 fewer tax returns. While the majority of the income gain went to the top 5 percent of taxpayers (those making $175,817 or more), every income group experienced an increase in income in 2012. Due to the increase in incomes, taxes paid increased by $142 billion to $1.185 trillion in 2012. Taxes paid increased for all income groups.

The share of income earned by the top 1 percent increased to 21.9 percent of total AGI, the highest level since the peak year of 2007 (22.9 percent of total AGI). The share of the income tax burden for the top 1 percent increased to 38.1 percent from 35.1 percent in 2011, also the highest level since the peak in 2007 (39.8 percent).

Table 1. Summary of Federal Income Tax Data, 2012

Number of Returns*

AGI ($ millions)

Income Taxes Paid ($ millions)

Group’s Share of Total AGI (IRS)

Group’s Share of Income Taxes

Income Split Point

Average Tax Rate

All Taxpayers

136,080,353

9,041,744

1,184,978

100.0%

100.0%

Top 1%

1,360,804

1,976,738

451,328

21.9%

38.1%

> $434,682

22.8%

1-5%

5,443,214

1,354,206

247,215

15.0%

20.9%

18.3%

Top 5%

6,804,018

3,330,944

698,543

36.8%

58.9%

> $175,817

21.0%

5-10%

6,804,017

996,955

132,902

11.0%

11.2%

13.3%

Top 10%

13,608,035

4,327,899

831,445

47.9%

70.2%

> $125,195

19.2%

10-25%

20,412,053

1,933,778

192,601

21.4%

16.3%

10.0%

Top 25%

34,020,088

6,261,677

1,024,046

69.3%

86.4%

> $73,354

16.4%

25-50%

34,020,089

1,776,123

128,017

19.6%

10.8%

7.2%

Top 50%

68,040,177

8,037,800

1,152,063

88.9%

97.2%

> $36,055

14.3%

Bottom 50%

68,040,177

1,003,944

32,915

11.1%

2.8%

< $36,055

3.3%

*Does not include dependent filers.

Top 50 Percent of All Taxpayers Paid 97.2 Percent of All Federal Income Taxes; Top 1 Percent Paid 38.1 Percent; and Bottom 90 Percent Paid 29.7 Percent of All Federal Income Taxes

Figure 1 shows the distribution of AGI and income taxes paid by income percentiles in 2012. In 2012, the bottom 50 percent of taxpayers (those with AGIs below $36,055) earned 11.1 percent of total AGI. This group of taxpayers paid approximately $33 billion in taxes, or 2.8 percent of all income taxes in 2012.

In contrast, the top 1 percent of all taxpayers (taxpayers with AGIs of $434,682 and above), earned 21.9 percent of all AGI in 2012, but paid 38.1 percent of all federal income taxes.

Combined, the top 1 percent of taxpayers (those with AGIs above $434,682) accounted for more income taxes paid than the bottom 90 percent (those with AGIs below $125,195) combined. In 2012, the top 1 percent of taxpayers paid $451 billion in income taxes, or 38.1 percent of all income taxes while the bottom 90 percent paid $353 billion in income taxes, or 29.8 percent of all income taxes paid.

The Top 1 Percent’s Effective Tax Rate Is Nearly Seven Times Higher than the Bottom 50 percent’s

The 2012 IRS data shows that taxpayers with higher incomes pay much higher effective income tax rates than lower-income taxpayers.

The bottom 50 percent of taxpayers (taxpayers with AGIs under $36,055) faced an average effective income tax rate of 3.3 percent. As taxpayer AGI increases, the IRS data shows that average income tax rates rise. For example, taxpayers with AGIs between the 10th and 5th percentile ($125,195 and $175,817) pay an average effective rate of 13.3 percent—four times the rate paid by those in the bottom 50 percent.

The top 1 percent of taxpayers (AGI of $434,682 and higher) paid the highest effective income tax rate at 22.8 percent, 6.9 times the rate faced by the bottom 50 percent of taxpayers. The top 1 percent’s average effective tax rate for 2012 of 22.8 percent was slightly lower than that of 2011 (23.5 percent).

Taxpayers at the very top of the income distribution, the top 0.1 percent, which includes taxpayers with incomes over $2.2 million, actually paid a slightly lower income tax rate than the top 1 percent (21.7 percent versus 22.8 percent). This is due to the fact that very high income taxpayers are more likely to report a greater share of their income as taxable capital gains income. This leads to a slightly lower effective tax rate because capital gains and dividends income faces a lower top income tax rate (23.8 percent) than wage and business income (39.6 percent). It is important to note, however, that capital gains taxes at the individual level are the second layer of tax after the corporate income tax (which is 35 percent).

Appendix

 Table 2. Number of Federal Individual Income Tax Returns Filed 1980–2012 (In thousands)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 93,239 932 4,662 4,662 9,324 13,986 23,310 23,310 46,619 46,619
1981 94,587 946 4,729 4,729 9,459 14,188 23,647 23,647 47,293 47,293
1982 94,426 944 4,721 4,721 9,443 14,164 23,607 23,607 47,213 47,213
1983 95,331 953 4,767 4,767 9,533 14,300 23,833 23,833 47,665 47,665
1984 98,436 984 4,922 4,922 9,844 14,765 24,609 24,609 49,218 49,219
1985 100,625 1,006 5,031 5,031 10,063 15,094 25,156 25,156 50,313 50,313
1986 102,088 1,021 5,104 5,104 10,209 15,313 25,522 25,522 51,044 51,044
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 106,155 1,062 5,308 5,308 10,615 15,923 26,539 26,539 53,077 53,077
1988 108,873 1,089 5,444 5,444 10,887 16,331 27,218 27,218 54,436 54,436
1989 111,313 1,113 5,566 5,566 11,131 16,697 27,828 27,828 55,656 55,656
1990 112,812 1,128 5,641 5,641 11,281 16,922 28,203 28,203 56,406 56,406
1991 113,804 1,138 5,690 5,690 11,380 17,071 28,451 28,451 56,902 56,902
1992 112,653 1,127 5,633 5,633 11,265 16,898 28,163 28,163 56,326 56,326
1993 113,681 1,137 5,684 5,684 11,368 17,052 28,420 28,420 56,841 56,841
1994 114,990 1,150 5,749 5,749 11,499 17,248 28,747 28,747 57,495 57,495
1995 117,274 1,173 5,864 5,864 11,727 17,591 29,319 29,319 58,637 58,637
1996 119,442 1,194 5,972 5,972 11,944 17,916 29,860 29,860 59,721 59,721
1997 121,503 1,215 6,075 6,075 12,150 18,225 30,376 30,376 60,752 60,752
1998 123,776 1,238 6,189 6,189 12,378 18,566 30,944 30,944 61,888 61,888
1999 126,009 1,260 6,300 6,300 12,601 18,901 31,502 31,502 63,004 63,004
2000 128,227 1,282 6,411 6,411 12,823 19,234 32,057 32,057 64,114 64,114
IRS changed methodology, so data above and below this line not strictly comparable
2001 119,371 119 1,194 5,969 5,969 11,937 17,906 29,843 29,843 59,685 59,685
2002 119,851 120 1,199 5,993 5,993 11,985 17,978 29,963 29,963 59,925 59,925
2003 120,759 121 1,208 6,038 6,038 12,076 18,114 30,190 30,190 60,379 60,379
2004 122,510 123 1,225 6,125 6,125 12,251 18,376 30,627 30,627 61,255 61,255
2005 124,673 125 1,247 6,234 6,234 12,467 18,701 31,168 31,168 62,337 62,337
2006 128,441 128 1,284 6,422 6,422 12,844 19,266 32,110 32,110 64,221 64,221
2007 132,655 133 1,327 6,633 6,633 13,265 19,898 33,164 33,164 66,327 66,327
2008 132,892 133 1,329 6,645 6,645 13,289 19,934 33,223 33,223 66,446 66,446
2009 132,620 133 1,326 6,631 6,631 13,262 19,893 33,155 33,155 66,310 66,310
2010 135,033 135 1,350 6,752 6,752 13,503 20,255 33,758 33,758 67,517 67,517
2011 136,586 137 1,366 6,829 6,829 13,659 20,488 34,146 34,146 68,293 68,293
2012 136,080 136 1,361 6,804 6,804 13,608 20,412 34,020 34,020 68,040 68,040
Source: Internal Revenue Service.
Table 3. Adjusted Gross Income of Taxpayers in Various Income Brackets, 1980–2012 ($Billions)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 $1,627 $138 $342 $181 $523 $400 $922 $417 $1,339 $288
1981 $1,791 $149 $372 $201 $573 $442 $1,015 $458 $1,473 $318
1982 $1,876 $167 $398 $207 $605 $460 $1,065 $478 $1,544 $332
1983 $1,970 $183 $428 $217 $646 $481 $1,127 $498 $1,625 $344
1984 $2,173 $210 $482 $240 $723 $528 $1,251 $543 $1,794 $379
1985 $2,344 $235 $531 $260 $791 $567 $1,359 $580 $1,939 $405
1986 $2,524 $285 $608 $278 $887 $604 $1,490 $613 $2,104 $421
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 $2,814 $347 $722 $316 $1,038 $671 $1,709 $664 $2,374 $440
1988 $3,124 $474 $891 $342 $1,233 $718 $1,951 $707 $2,658 $466
1989 $3,299 $468 $918 $368 $1,287 $768 $2,054 $751 $2,805 $494
1990 $3,451 $483 $953 $385 $1,338 $806 $2,144 $788 $2,933 $519
1991 $3,516 $457 $943 $400 $1,343 $832 $2,175 $809 $2,984 $532
1992 $3,681 $524 $1,031 $413 $1,444 $856 $2,299 $832 $3,131 $549
1993 $3,776 $521 $1,048 $426 $1,474 $883 $2,358 $854 $3,212 $563
1994 $3,961 $547 $1,103 $449 $1,552 $929 $2,481 $890 $3,371 $590
1995 $4,245 $620 $1,223 $482 $1,705 $985 $2,690 $938 $3,628 $617
1996 $4,591 $737 $1,394 $515 $1,909 $1,043 $2,953 $992 $3,944 $646
1997 $5,023 $873 $1,597 $554 $2,151 $1,116 $3,268 $1,060 $4,328 $695
1998 $5,469 $1,010 $1,797 $597 $2,394 $1,196 $3,590 $1,132 $4,721 $748
1999 $5,909 $1,153 $2,012 $641 $2,653 $1,274 $3,927 $1,199 $5,126 $783
2000 $6,424 $1,337 $2,267 $688 $2,955 $1,358 $4,314 $1,276 $5,590 $834
IRS changed methodology, so data above and below this line not strictly comparable
2001 $6,116 $492 $1,065 $1,934 $666 $2,600 $1,334 $3,933 $1,302 $5,235 $881
2002 $5,982 $421 $960 $1,812 $660 $2,472 $1,339 $3,812 $1,303 $5,115 $867
2003 $6,157 $466 $1,030 $1,908 $679 $2,587 $1,375 $3,962 $1,325 $5,287 $870
2004 $6,735 $615 $1,279 $2,243 $725 $2,968 $1,455 $4,423 $1,403 $5,826 $908
2005 $7,366 $784 $1,561 $2,623 $778 $3,401 $1,540 $4,940 $1,473 $6,413 $953
2006 $7,970 $895 $1,761 $2,918 $841 $3,760 $1,652 $5,412 $1,568 $6,980 $990
2007 $8,622 $1,030 $1,971 $3,223 $905 $4,128 $1,770 $5,898 $1,673 $7,571 $1,051
2008 $8,206 $826 $1,657 $2,868 $905 $3,773 $1,782 $5,555 $1,673 $7,228 $978
2009 $7,579 $602 $1,305 $2,439 $878 $3,317 $1,740 $5,058 $1,620 $6,678 $900
2010 $8,040 $743 $1,517 $2,716 $915 $3,631 $1,800 $5,431 $1,665 $7,096 $944
2011 $8,317 $737 $1,556 $2,819 $956 $3,775 $1,866 $5,641 $1,716 $7,357 $961
2012 $9,042 $1,017 $1,977 $3,331 $997 $4,328 $1,934 $6,262 $1,776 $8,038 $1,004
Source: Internal Revenue Service.
 Table 4. Total Income Tax after Credits, 1980–2012 ($Billions)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 $249 $47 $92 $31 $123 $59 $182 $50 $232 $18
1981 $282 $50 $99 $36 $135 $69 $204 $57 $261 $21
1982 $276 $53 $100 $34 $134 $66 $200 $56 $256 $20
1983 $272 $55 $101 $34 $135 $64 $199 $54 $252 $19
1984 $297 $63 $113 $37 $150 $68 $219 $57 $276 $22
1985 $322 $70 $125 $41 $166 $73 $238 $60 $299 $23
1986 $367 $94 $156 $44 $201 $78 $279 $64 $343 $24
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 $369 $92 $160 $46 $205 $79 $284 $63 $347 $22
1988 $413 $114 $188 $48 $236 $85 $321 $68 $389 $24
1989 $433 $109 $190 $51 $241 $93 $334 $73 $408 $25
1990 $447 $112 $195 $52 $248 $97 $344 $77 $421 $26
1991 $448 $111 $194 $56 $250 $96 $347 $77 $424 $25
1992 $476 $131 $218 $58 $276 $97 $374 $78 $452 $24
1993 $503 $146 $238 $60 $298 $101 $399 $80 $479 $24
1994 $535 $154 $254 $64 $318 $108 $425 $84 $509 $25
1995 $588 $178 $288 $70 $357 $115 $473 $88 $561 $27
1996 $658 $213 $335 $76 $411 $124 $535 $95 $630 $28
1997 $727 $241 $377 $82 $460 $134 $594 $102 $696 $31
1998 $788 $274 $425 $88 $513 $139 $652 $103 $755 $33
1999 $877 $317 $486 $97 $583 $150 $733 $109 $842 $35
2000 $981 $367 $554 $106 $660 $164 $824 $118 $942 $38
IRS changed methodology, so data above and below this line not strictly comparable
2001 $885 $139 $294 $462 $101 $564 $158 $722 $120 $842 $43
2002 $794 $120 $263 $420 $93 $513 $143 $657 $104 $761 $33
2003 $746 $115 $251 $399 $85 $484 $133 $617 $98 $715 $30
2004 $829 $142 $301 $467 $91 $558 $137 $695 $102 $797 $32
2005 $932 $176 $361 $549 $98 $647 $145 $793 $106 $898 $33
2006 $1,020 $196 $402 $607 $108 $715 $157 $872 $113 $986 $35
2007 $1,112 $221 $443 $666 $117 $783 $170 $953 $122 $1,075 $37
2008 $1,029 $187 $386 $597 $115 $712 $168 $880 $117 $997 $32
2009 $863 $146 $314 $502 $101 $604 $146 $749 $93 $842 $21
2010 $949 $170 $355 $561 $110 $670 $156 $827 $100 $927 $22
2011 $1,043 $168 $366 $589 $123 $712 $181 $893 $120 $1,012 $30
2012 $1,185 $220 $451 $699 $133 $831 $193 $1,024 $128 $1,152 $33
Source: Internal Revenue Service.
Table 5. Adjusted Gross Income Shares, 1980–2012 (percent of total AGI earned by each group)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 100% 8.46% 21.01% 11.12% 32.13% 24.57% 56.70% 25.62% 82.32% 17.68%
1981 100% 8.30% 20.78% 11.20% 31.98% 24.69% 56.67% 25.59% 82.25% 17.75%
1982 100% 8.91% 21.23% 11.03% 32.26% 24.53% 56.79% 25.50% 82.29% 17.71%
1983 100% 9.29% 21.74% 11.04% 32.78% 24.44% 57.22% 25.30% 82.52% 17.48%
1984 100% 9.66% 22.19% 11.06% 33.25% 24.31% 57.56% 25.00% 82.56% 17.44%
1985 100% 10.03% 22.67% 11.10% 33.77% 24.21% 57.97% 24.77% 82.74% 17.26%
1986 100% 11.30% 24.11% 11.02% 35.12% 23.92% 59.04% 24.30% 83.34% 16.66%
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 100% 12.32% 25.67% 11.23% 36.90% 23.85% 60.75% 23.62% 84.37% 15.63%
1988 100% 15.16% 28.51% 10.94% 39.45% 22.99% 62.44% 22.63% 85.07% 14.93%
1989 100% 14.19% 27.84% 11.16% 39.00% 23.28% 62.28% 22.76% 85.04% 14.96%
1990 100% 14.00% 27.62% 11.15% 38.77% 23.36% 62.13% 22.84% 84.97% 15.03%
1991 100% 12.99% 26.83% 11.37% 38.20% 23.65% 61.85% 23.01% 84.87% 15.13%
1992 100% 14.23% 28.01% 11.21% 39.23% 23.25% 62.47% 22.61% 85.08% 14.92%
1993 100% 13.79% 27.76% 11.29% 39.05% 23.40% 62.45% 22.63% 85.08% 14.92%
1994 100% 13.80% 27.85% 11.34% 39.19% 23.45% 62.64% 22.48% 85.11% 14.89%
1995 100% 14.60% 28.81% 11.35% 40.16% 23.21% 63.37% 22.09% 85.46% 14.54%
1996 100% 16.04% 30.36% 11.23% 41.59% 22.73% 64.32% 21.60% 85.92% 14.08%
1997 100% 17.38% 31.79% 11.03% 42.83% 22.22% 65.05% 21.11% 86.16% 13.84%
1998 100% 18.47% 32.85% 10.92% 43.77% 21.87% 65.63% 20.69% 86.33% 13.67%
1999 100% 19.51% 34.04% 10.85% 44.89% 21.57% 66.46% 20.29% 86.75% 13.25%
2000 100% 20.81% 35.30% 10.71% 46.01% 21.15% 67.15% 19.86% 87.01% 12.99%
IRS changed methodology, so data above and below this line not strictly comparable
2001 100% 8.05% 17.41% 31.61% 10.89% 42.50% 21.80% 64.31% 21.29% 85.60% 14.40%
2002 100% 7.04% 16.05% 30.29% 11.04% 41.33% 22.39% 63.71% 21.79% 85.50% 14.50%
2003 100% 7.56% 16.73% 30.99% 11.03% 42.01% 22.33% 64.34% 21.52% 85.87% 14.13%
2004 100% 9.14% 18.99% 33.31% 10.77% 44.07% 21.60% 65.68% 20.83% 86.51% 13.49%
2005 100% 10.64% 21.19% 35.61% 10.56% 46.17% 20.90% 67.07% 19.99% 87.06% 12.94%
2006 100% 11.23% 22.10% 36.62% 10.56% 47.17% 20.73% 67.91% 19.68% 87.58% 12.42%
2007 100% 11.95% 22.86% 37.39% 10.49% 47.88% 20.53% 68.41% 19.40% 87.81% 12.19%
2008 100% 10.06% 20.19% 34.95% 11.03% 45.98% 21.71% 67.69% 20.39% 88.08% 11.92%
2009 100% 7.94% 17.21% 32.18% 11.59% 43.77% 22.96% 66.74% 21.38% 88.12% 11.88%
2010 100% 9.24% 18.87% 33.78% 11.38% 45.17% 22.38% 67.55% 20.71% 88.26% 11.74%
2011 100% 8.86% 18.70% 33.89% 11.50% 45.39% 22.43% 67.82% 20.63% 88.45% 11.55%
2012 100% 11.25% 21.86% 36.84% 11.03% 47.87% 21.39% 69.25% 19.64% 88.90% 11.10%
Source: Internal Revenue Service.
Table 6. Total Income Tax Shares, 1980–2012 (percent of federal income tax paid by each group)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 100% 19.05% 36.84% 12.44% 49.28% 23.74% 73.02% 19.93% 92.95% 7.05%
1981 100% 17.58% 35.06% 12.90% 47.96% 24.33% 72.29% 20.26% 92.55% 7.45%
1982 100% 19.03% 36.13% 12.45% 48.59% 23.91% 72.50% 20.15% 92.65% 7.35%
1983 100% 20.32% 37.26% 12.44% 49.71% 23.39% 73.10% 19.73% 92.83% 7.17%
1984 100% 21.12% 37.98% 12.58% 50.56% 22.92% 73.49% 19.16% 92.65% 7.35%
1985 100% 21.81% 38.78% 12.67% 51.46% 22.60% 74.06% 18.77% 92.83% 7.17%
1986 100% 25.75% 42.57% 12.12% 54.69% 21.33% 76.02% 17.52% 93.54% 6.46%
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 100% 24.81% 43.26% 12.35% 55.61% 21.31% 76.92% 17.02% 93.93% 6.07%
1988 100% 27.58% 45.62% 11.66% 57.28% 20.57% 77.84% 16.44% 94.28% 5.72%
1989 100% 25.24% 43.94% 11.85% 55.78% 21.44% 77.22% 16.94% 94.17% 5.83%
1990 100% 25.13% 43.64% 11.73% 55.36% 21.66% 77.02% 17.16% 94.19% 5.81%
1991 100% 24.82% 43.38% 12.45% 55.82% 21.46% 77.29% 17.23% 94.52% 5.48%
1992 100% 27.54% 45.88% 12.12% 58.01% 20.47% 78.48% 16.46% 94.94% 5.06%
1993 100% 29.01% 47.36% 11.88% 59.24% 20.03% 79.27% 15.92% 95.19% 4.81%
1994 100% 28.86% 47.52% 11.93% 59.45% 20.10% 79.55% 15.68% 95.23% 4.77%
1995 100% 30.26% 48.91% 11.84% 60.75% 19.62% 80.36% 15.03% 95.39% 4.61%
1996 100% 32.31% 50.97% 11.54% 62.51% 18.80% 81.32% 14.36% 95.68% 4.32%
1997 100% 33.17% 51.87% 11.33% 63.20% 18.47% 81.67% 14.05% 95.72% 4.28%
1998 100% 34.75% 53.84% 11.20% 65.04% 17.65% 82.69% 13.10% 95.79% 4.21%
1999 100% 36.18% 55.45% 11.00% 66.45% 17.09% 83.54% 12.46% 96.00% 4.00%
2000 100% 37.42% 56.47% 10.86% 67.33% 16.68% 84.01% 12.08% 96.09% 3.91%
IRS changed methodology, so data above and below this line not strictly comparable
2001 100% 15.68% 33.22% 52.24% 11.44% 63.68% 17.88% 81.56% 13.54% 95.10% 4.90%
2002 100% 15.09% 33.09% 52.86% 11.77% 64.63% 18.04% 82.67% 13.12% 95.79% 4.21%
2003 100% 15.37% 33.69% 53.54% 11.35% 64.89% 17.87% 82.76% 13.17% 95.93% 4.07%
2004 100% 17.12% 36.28% 56.35% 10.96% 67.30% 16.52% 83.82% 12.31% 96.13% 3.87%
2005 100% 18.91% 38.78% 58.93% 10.52% 69.46% 15.61% 85.07% 11.35% 96.41% 3.59%
2006 100% 19.24% 39.36% 59.49% 10.59% 70.08% 15.41% 85.49% 11.10% 96.59% 3.41%
2007 100% 19.84% 39.81% 59.90% 10.51% 70.41% 15.30% 85.71% 10.93% 96.64% 3.36%
2008 100% 18.20% 37.51% 58.06% 11.14% 69.20% 16.37% 85.57% 11.33% 96.90% 3.10%
2009 100% 16.91% 36.34% 58.17% 11.72% 69.89% 16.85% 86.74% 10.80% 97.54% 2.46%
2010 100% 17.88% 37.38% 59.07% 11.55% 70.62% 16.49% 87.11% 10.53% 97.64% 2.36%
2011 100% 16.14% 35.06% 56.49% 11.77% 68.26% 17.36% 85.62% 11.50% 97.11% 2.89%
2012 100% 18.60% 38.09% 58.95% 11.22% 70.17% 16.25% 86.42% 10.80% 97.22% 2.78%
Source: Internal Revenue Service.
Table 7. Dollar Cut-Off, 1980–2012 (minimum AGI for tax return to fall into various percentiles; thresholds not adjusted for inflation)
Year Top 0.1% Top 1% Top 5% Top 10% Top 25% Top 50%
1980 $80,580 $43,792 $35,070 $23,606 $12,936
1981 $85,428 $47,845 $38,283 $25,655 $14,000
1982 $89,388 $49,284 $39,676 $27,027 $14,539
1983 $93,512 $51,553 $41,222 $27,827 $15,044
1984 $100,889 $55,423 $43,956 $29,360 $15,998
1985 $108,134 $58,883 $46,322 $30,928 $16,688
1986 $118,818 $62,377 $48,656 $32,242 $17,302
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 $139,289 $68,414 $52,921 $33,983 $17,768
1988 $157,136 $72,735 $55,437 $35,398 $18,367
1989 $163,869 $76,933 $58,263 $36,839 $18,993
1990 $167,421 $79,064 $60,287 $38,080 $19,767
1991 $170,139 $81,720 $61,944 $38,929 $20,097
1992 $181,904 $85,103 $64,457 $40,378 $20,803
1993 $185,715 $87,386 $66,077 $41,210 $21,179
1994 $195,726 $91,226 $68,753 $42,742 $21,802
1995 $209,406 $96,221 $72,094 $44,207 $22,344
1996 $227,546 $101,141 $74,986 $45,757 $23,174
1997 $250,736 $108,048 $79,212 $48,173 $24,393
1998 $269,496 $114,729 $83,220 $50,607 $25,491
1999 $293,415 $120,846 $87,682 $52,965 $26,415
2000 $313,469 $128,336 $92,144 $55,225 $27,682
IRS changed methodology, so data above and below this line not strictly comparable
2001 $1,393,718 $306,635 $132,082 $96,151 $59,026 $31,418
2002 $1,245,352 $296,194 $130,750 $95,699 $59,066 $31,299
2003 $1,317,088 $305,939 $133,741 $97,470 $59,896 $31,447
2004 $1,617,918 $339,993 $140,758 $101,838 $62,794 $32,622
2005 $1,938,175 $379,261 $149,216 $106,864 $64,821 $33,484
2006 $2,124,625 $402,603 $157,390 $112,016 $67,291 $34,417
2007 $2,251,017 $426,439 $164,883 $116,396 $69,559 $35,541
2008 $1,867,652 $392,513 $163,512 $116,813 $69,813 $35,340
2009 $1,469,393 $351,968 $157,342 $114,181 $68,216 $34,156
2010 $1,634,386 $369,691 $161,579 $116,623 $69,126 $34,338
2011 $1,717,675 $388,905 $167,728 $120,136 $70,492 $34,823
2012 $2,161,175 $434,682 $175,817 $125,195 $73,354 $36,055
Source: Internal Revenue Service.
Table 8. Average Tax Rate, 1980–2012 (percent of AGI paid in income taxes)
Year Total Top 0.1% Top 1% Top 5% Between 5% & 10% Top 10% Between 10% & 25% Top 25% Between 25% & 50% Top 50% Bottom 50%
1980 15.31% 34.47% 26.85% 17.13% 23.49% 14.80% 19.72% 11.91% 17.29% 6.10%
1981 15.76% 33.37% 26.59% 18.16% 23.64% 15.53% 20.11% 12.48% 17.73% 6.62%
1982 14.72% 31.43% 25.05% 16.61% 22.17% 14.35% 18.79% 11.63% 16.57% 6.10%
1983 13.79% 30.18% 23.64% 15.54% 20.91% 13.20% 17.62% 10.76% 15.52% 5.66%
1984 13.68% 29.92% 23.42% 15.57% 20.81% 12.90% 17.47% 10.48% 15.35% 5.77%
1985 13.73% 29.86% 23.50% 15.69% 20.93% 12.83% 17.55% 10.41% 15.41% 5.70%
1986 14.54% 33.13% 25.68% 15.99% 22.64% 12.97% 18.72% 10.48% 16.32% 5.63%
Tax Reform Act of 1986 changed the definition of AGI, so data above and below this line not strictly comparable
1987 13.12% 26.41% 22.10% 14.43% 19.77% 11.71% 16.61% 9.45% 14.60% 5.09%
1988 13.21% 24.04% 21.14% 14.07% 19.18% 11.82% 16.47% 9.60% 14.64% 5.06%
1989 13.12% 23.34% 20.71% 13.93% 18.77% 12.08% 16.27% 9.77% 14.53% 5.11%
1990 12.95% 23.25% 20.46% 13.63% 18.50% 12.01% 16.06% 9.73% 14.36% 5.01%
1991 12.75% 24.37% 20.62% 13.96% 18.63% 11.57% 15.93% 9.55% 14.20% 4.62%
1992 12.94% 25.05% 21.19% 13.99% 19.13% 11.39% 16.25% 9.42% 14.44% 4.39%
1993 13.32% 28.01% 22.71% 14.01% 20.20% 11.40% 16.90% 9.37% 14.90% 4.29%
1994 13.50% 28.23% 23.04% 14.20% 20.48% 11.57% 17.15% 9.42% 15.11% 4.32%
1995 13.86% 28.73% 23.53% 14.46% 20.97% 11.71% 17.58% 9.43% 15.47% 4.39%
1996 14.34% 28.87% 24.07% 14.74% 21.55% 11.86% 18.12% 9.53% 15.96% 4.40%
1997 14.48% 27.64% 23.62% 14.87% 21.36% 12.04% 18.18% 9.63% 16.09% 4.48%
1998 14.42% 27.12% 23.63% 14.79% 21.42% 11.63% 18.16% 9.12% 16.00% 4.44%
1999 14.85% 27.53% 24.18% 15.06% 21.98% 11.76% 18.66% 9.12% 16.43% 4.48%
2000 15.26% 27.45% 24.42% 15.48% 22.34% 12.04% 19.09% 9.28% 16.86% 4.60%
IRS changed methodology, so data above and below this line not strictly comparable
2001 14.47% 28.17% 27.60% 23.91% 15.20% 21.68% 11.87% 18.35% 9.20% 16.08% 4.92%
2002 13.28% 28.48% 27.37% 23.17% 14.15% 20.76% 10.70% 17.23% 8.00% 14.87% 3.86%
2003 12.11% 24.60% 24.38% 20.92% 12.46% 18.70% 9.69% 15.57% 7.41% 13.53% 3.49%
2004 12.31% 23.06% 23.52% 20.83% 12.53% 18.80% 9.41% 15.71% 7.27% 13.68% 3.53%
2005 12.65% 22.48% 23.15% 20.93% 12.61% 19.03% 9.45% 16.04% 7.18% 14.01% 3.51%
2006 12.80% 21.94% 22.80% 20.80% 12.84% 19.02% 9.52% 16.12% 7.22% 14.12% 3.51%
2007 12.90% 21.42% 22.46% 20.66% 12.92% 18.96% 9.61% 16.16% 7.27% 14.19% 3.56%
2008 12.54% 22.67% 23.29% 20.83% 12.66% 18.87% 9.45% 15.85% 6.97% 13.79% 3.26%
2009 11.39% 24.28% 24.05% 20.59% 11.53% 18.19% 8.36% 14.81% 5.76% 12.61% 2.35%
2010 11.81% 22.84% 23.39% 20.64% 11.98% 18.46% 8.70% 15.22% 6.01% 13.06% 2.37%
2011 12.54% 22.82% 23.50% 20.89% 12.83% 18.85% 9.70% 15.82% 6.98% 13.76% 3.13%
2012 13.11% 21.67% 22.83% 20.97% 13.33% 19.21% 9.96% 16.35% 7.21% 14.33% 3.28%
Source: Internal Revenue Service.

(1) For data prior to 2001, all tax returns that have a positive AGI are included, even those that do not have a positive income tax liability. For data from 2001 forward, returns with negative AGI are also included, but dependent returns are excluded.

(2) Income tax after credits (the tax measure above) does not account for the refundable portion of EITC. If it were included (as is often the case with other organizations), the tax share of the top income groups would be higher. The refundable portion is legally classified as a spending program by the Office of Management and Budget and therefore is not included by the IRS in these figures.

(3) The only tax analyzed here is the federal individual income tax, which is responsible for about 25 percent of the nation’s taxes paid (at all levels of government). Federal income taxes are much more progressive than payroll taxes, which are responsible for about 20 percent of all taxes paid (at all levels of government), and are more progressive than most state and local taxes (depending upon the economic assumption made about property taxes and corporate income taxes).

(4) AGI is a fairly narrow income concept and does not include income items like government transfers (except for the portion of Social Security benefits that is taxed), the value of employer-provided health insurance, underreported or unreported income (most notably that of sole proprietors), income derived from municipal bond interest, net imputed rental income, worker’s compensation benefits, and others.

(5) Tax return is the unit of analysis, which is broader than households, especially for those at the bottom end, many of which are dependent returns (prior to 2001). Some dependent returns are included in the figures here prior to 2001, and under other units of analysis (like the Treasury Department’s Family Economic Unit) would likely be paired with their parents’ returns.

(6) These figures represent the legal incidence of the income tax, although most distributional tables (such as those from CBO, Tax Policy Center, Citizens for Tax Justice, the Treasury Department, and JCT) assume that the entire economic incidence of personal income taxes falls on the income earner.


[1] Internal Revenue Service, SOI Tax Stats–Individual Income Tax Rates and Tax Shares,http://www.irs.gov/uac/SOI-Tax-Stats-Individual-Income-Tax-Rates-and-Tax-Shares.

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Hell On Wheels — Government Train Wreck Kills 8, Injures 200 Plus — Speeding At Over 100 Miles Per Hour in A 50 MPH Zone — Northeast Regional Train 188, from Washington to New York — Democrats Want More Money and Subsidies For Amtrak — Stop Subsidizing Silly Walks — $1 Billion Per Year For 44 Years in Subsidies To Amtrak — $45 Billion Total — Hell of A Way To Run A Railroad — Shut It Down — Videos

Posted on May 14, 2015. Filed under: American History, Banking, Blogroll, Business, College, Communications, Computers, Constitution, Corruption, Culture, Documentary, Economics, Education, Federal Government, Federal Government Budget, Fiscal Policy, Freedom, Friends, government, government spending, history, Investments, IRS, Law, liberty, Life, Links, Literacy, media, Microeconomics, Monetary Policy, Money, Movies, Music, People, Philosophy, Photos, Police, Politics, Press, Radio, Railroads, Rants, Raves, Regulations, Speech, Strategy, Talk Radio, Tax Policy, Taxes, Technology, Transportation, Video, Wealth, Welfare, Wisdom, Writing | Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , |

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Story 1: Hell On Wheels — Government Train Wreck Kills 8, Injures 200 Plus — Speeding At Over 100 Miles Per Hour in A 50 MPH Zone —  Northeast Regional Train 188, from Washington to New York — Democrats Want More Money and Subsidies For Amtrak — Stop Subsidizing Silly Walks — $1 Billion Per Year For 44 Years in Subsidies To Amtrak — $45 Billion Total — Hell of A Way To Run A Railroad — Shut It Down —  Videos

In an aerial photo, emergency personnel work at the scene of a deadly train wreck, Wednesday, May 13, 2015, in Philadelphia, after a fatal Amtrak derailment Tuesday night, in the Port Richmond section of Philadelphia. Federal investigators arrived Wednesday to determine why an Amtrak train jumped the tracks in a wreck that killed at least six people, and injured dozens. (AP Photo/Patrick Semansky)

In an aerial photo, emergency personnel work at the scene of a deadly train wreck, Wednesday, May 13, 2015, in Philadelphia, after a fatal Amtrak derailment Tuesday night, in the Port Richmond section of Philadelphia. Federal investigators arrived Wednesday to determine why an Amtrak train jumped the tracks in a wreck that killed at least six people, and injured dozens. (AP Photo/Patrick Semansky)

image.adapt.960.high.amtrak_train_derailment

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Source: Amtrak train thought to be going twice as fast as it should have been

Amtrak Train That Derailed Was Going 100 M.P.H., Officials Say; 7 Killed

Amtrak Bill Continues History of Wasted Subsidies

Congressional Republicans were elected on a platform of cutting spending, but taxpayers will continue to pay for Amtrak’s losses for at least 5 more years if a bill that just passed the House becomes law.  Can’t Congress do better?

Amtrak has cost the government over $45 billion in subsidies over the last 44 years, allowing it to finance the upkeep of unprofitable routes, overstaffed trains, and the mismanagement of its food services.

The bipartisan Passenger Rail Reform and Investment Act of 2015 would subsidize Amtrak by an estimated $7 billion from 2016 to 2020.  It passed the House by 316 votes to 101 votes on Wednesday and is now headed to the Senate and, presumably, President Obama’s signature.  Amtrak has been operating without official funding authorization since the previous bill expired in October 2013.

Despite generous taxpayer subsidies, Amtrak has run operating losses every year since it began operating in 1971. Although these losses are declining, in 2014, the railroad reported what it described as a “strong” result, with an operating loss of only $227 million.

The operating loss is unlikely to continue to decline due to the losses in Amtrak’s long-distance routes, which bleed about $600 million annually. After factoring in depreciation and other expenses, Amtrak lost a total of $1.1 billion in 2014.

The railroad’s food and beverage service has been singled out in recent years by both government watchdogs and Congress for its wasteful use of government subsidies.  Amtrak lost over $900 million from 2003 to 2013 on food services alone.

In a 2012 congressional hearing, Rep. John Mica (R-FL) noted that a $9 cheeseburger sold on an Amtrak train actually costs $16 after factoring in the services’ operating expenses, and the $7 shortfall is subsidized taxpayers.  A 2013 Inspector General report found that employee-pass riders who are offered free trips on Amtrak also received complimentary meals, resulting in a $240,000 loss for the railroad in 2012.

A provision in the 2015 bill requires Amtrak to develop and implement a plan to eliminate the losses from its food and beverage in five years, but a similar rule passed decades ago failed to achieve savings. Amtrak was required by Congress to turn a profit from its food and beverage service in 1981, but the railroad never complied. A 1997 law went a step further by requiring Amtrak to operate subsidy-free by 2002, but losses continued, along with government subsidies.

The 2015 bill lacks an effective mechanism to force Amtrak’s food service to become solvent in an enforceable timeframe, thus allowing Amtrak to continue losing money without fear of losing its subsidies.  The millions lost from its food services are dwarfed by the billions spent on labor costs and mismanagement of funds, and will continue as long as subsidies prevent accountability for the losses.

The $1 billion in annual subsidies have not covered all of Amtrak’s expenses, and the company has incurred an estimated $1 billion in non-federal debt.  The 2015 bill authorizes $625 million in federal funds to pre-pay Amtrak’s non-federal debt as the railroad has been unable to renegotiate favorable terms to result in savings.

Amtrak’s largest expense is labor, salary, and benefits, which cost over $2 billion in 2014.  Maintaining fully-staffed trains on infrequently-traveled routes has contributed to high labor costs, but the pay rate of Amtrak’s employees raise its costs substantially. The average onboard employee made $41.19 an hour on Amtrak in 2012, while railroads that contracted out services to private companies paid their employees $7.75 to $13.00 an hour.

Base pay may already be substantial, but regulations and poor oversight allowed employees to pocket $185 million in overtime pay in 2013.  The management allowed employee misconduct and wasteful business practices to thrive, even as at the same time it hindered plans to make train stations accessible to the disabled to comply with the Americans with Disability Program.

Amtrak’s did not meet ADA’s goals due to lack of structure and a strategy, according to a 2014 IG report.  Management activities took up 46% of the $100 million budget, $6.5 million was spent on unrelated projects, and an undetermined amount was shipped out of state on non-ADA projects.

The ADA program’s failure was rooted in a lack of vision, goals and objectives, and was compounded by a lack of accountability and decision making authority. The IG’s summation of the ADA program reflects problems inherent to Amtrak’s culture. Its promises of reform have never fully materialized into solvency, and its failure to follow congressional mandates never resulted in penalties.  Amtrak has never made a profit because it doesn’t need to.

Privatizing Amtrak is the only option certain to prevent billions of taxpayer dollars from being wasted while providing the benefits that accompany competitive services. Congress should develop a plan to privatize the railroad and allow for private companies to compete for routes.

America has successfully privatized rail before, as freight railroads were once unprofitable enterprises subsidized by the federal government until the industry was deregulated and sold to private investors in the 1980s.  The industry has thrived since routes were opened up to competition.

Amtrak has had 44 years to become solvent without success.  Reducing labor costs can be an effective interim measure, but deregulating the passenger rail system is the best way to ensure improved service and lower fares for consumers. Cutting Amtrak’s subsidies and ending its monopoly is a responsible alternative to passing inneffective reforms.

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Train Derailment of 72 Oil Tankers Explodes in Downtown Lac-Mégantic, Quebec Province, Canada, Killing 45 Plus and Destroying 30 Buildings — July 6, 2013 — Photos and Videos

Posted on July 6, 2013. Filed under: Blogroll, Business, Communications, Diasters, Economics, Homes, liberty, Life, Links, media, People, Press, Railroads, Resources, Transportation, Unemployment, Video | Tags: , , , , , , , , , , |

UPDATED July 8, 2013

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Quebec train explosion

Canadian Freight Train Explodes After Derailment

Runaway Canada oil train explosion destroys town center, forces evacuation

Lac-Megantic Explosions, Fire Sparked By Train Derailment in Canada 

A train pulling over 70 tankers of crude oil derailed and burst into flames in Canada early Saturday near the U.S. border.

It jumped the tracks in the small town of Lac-Megantic in the province of Quebec, according to officials in Maine, who received a request for help at around 3 a.m. ET.

The inferno spread to nearby homes, and authorities evacuated the center of town and a home for the elderly, CNN affiliate Radio-Canada reported. Thick fuel spilled into the Chaudiere River.

Firefighters from both countries rushed to fight the blaze with at least 27 firefighting vehicles.

Five of the trucks deployed from the United States, after the sheriff’s office in Franklin County, Maine, issued an “all call” for help to U.S. fire departments near the border.

Flames welling up stories high into the night sky were caught on camera and uploaded to Youtube. The video appears to reveal an explosion. Thick black smoke billowed into the air.

A “nauseating” odor spread through the town, Radio-Canada reported, and environmental emergency services dispatched a mobile lab to check for airborne toxins.

The radio station said that the oil shipment was on its way to the United States.

Explosion of a train in downtown Lac-Mégantic

Huge fire erupts in Lac-Mégantic, QC, Canada, as an oil train derails. All of downtown is burning right now.
Vers 1:20am samedi matin, il y a eu une Explosion d’un train au centre-ville de Lac-Mégantic. Le train ne freinait pas et les wagons-citernes ont explosé à la traverse à niveaux. Le ciel s’est éclairé jaune et rouge. Un scène d’horreur.
Train carrying petroleum derails, catches fire in Canada’s Quebec province.
A train carrying petroleum products derailed in a small town in Canada’s French-speaking province of Quebec on Saturday, causing big explosions and sending flames and smoke hundreds of feet into the air.
Huge explosion of a fuel train in Quebec
Un train de carburant explose à Lac-Mégantic
La Ville de Lac-Mégantic, en Estrie, est littéralement en feu. Un incendie majeur a éclaté au centre-ville, à la suite du déraillement d’un train qui transportait du pétrole brut, dans la nuit de vendredi à samedi.

Massive Explosion | Quebec | After Freight Train Carrying Fuel Derails (Raw Footage + Slow Mo)

BREAKING: Massive Explosion after Freight Fuel Train Derails, Whole Town Evacuates in Quebec

Quebec Crude-Oil Train Derailment Sparks Fire And Explosions

Invest in Lac-Megantic

Lac Megantic Quebec Canada

Drive Through – Lac Megantic, Quebec

Lac Megantic: Death toll rises in Quebec train derailment explosion

Ravaged site is now being treated as a “crime scene” as the railway says someone shut down a locomotive keeping the brakes on.

AC-MÉGANTIC,QUE.—So much is lost.

Five people confirmed dead, 40 missing. They may never return, dead or alive, perhaps vaporized in the blast early Saturday morning, after a driverless train hurtled into the busy downtown core of this idyllic Quebec town 250 kilometres from Montreal.

People gathered throughout the town of Lac-Mégantic: at the Polyvalente Montignac, a secondary school transformed in a matter of hours into an emergency shelter and resource centre; at old, picturesque churches that dot its usually quiet streets, now pulsing with official vehicles, media, worried residents still looking for their families and friends.

People gathered under trees, hiding from the glaring sun, hugging, crying. Others arrived by the dozen from across Quebec, their vehicles laden with food, toys, clothing, for those forced from their homes.

One young woman who worked at the now-leveled Musi-Café, near the heart of the blast, emerged from the school in tears.

Learning there was still no news of her cousin, Andree-Anne Sevigny and a work colleague with her, Jo-Annie Lapointe, were devastated.

“They can’t find them,” she said. It had been nearly 36 hours since the blast.

Ed Burkhardt, chairman of the Montreal, Maine & Atlantic Railway, said Sunday night that the train’s sole engineer shut down four of the five locomotive units on the train, as is standard procedure, in the neighbouring community of Nantes before heading to Lac Mégantic to sleep. Burkhardt said the next engineer was probably due to arrive at daybreak.

But someone managed to shut down the fifth locomotive unit, he said. The railroad alleges someone tampered with the controls of the fifth engine, the one maintaining brake pressure to keep the train stopped.

“If the operating locomotive is shut down, there’s nothing left to keep the brakes charged up, and the brake pressure will drop finally to the point where they can’t be held in place any longer,” Burkhardt said.

There are two ways to shut down the fifth unit: There’s an emergency lever on the outside of the locomotive that anyone wandering by could access. Or, there are a number of levers and buttons inside the unlocked cabin.

Both means were used, said Burkhardt.

The result was what Prime Minister Stephen Harper, who visited the stricken Eastern Townships community Sunday, said resembled a “war zone.”

The chair of the 10-year-old rail company headquartered in Maine said they would “consider” changes to procedures in light of the tragedy.

Burkhardt said the engineer went to the epicentre of the explosions and picked up nine cars, bringing them back to Nantes, where they still sat on the tracks beside the road Sunday.

By Sunday night, the fires that had raged for some 36 hours were finally out, though firefighters continued to douse what remained of the train cars in an area still off-limits.

The ravaged site of a train explosion that razed blocks of downtown Lac-Mégantic is being treated as the “scene of a crime,” police said.

Genevieve Guilbault, spokesperson for the provincial coroner’s office, made the grim announcement that some of the 40 still missing may never be found.

“It is not impossible when we look at the intensity of the explosion,” she told reporters. She added that the five bodies recovered from the ravaged downtown area and transported to Montreal for forensic examination have not been positively identified.

Sunday evening, the Surete du Quebec said finding more victims had been difficult in part because investigators and search-and-rescue crews were able to comb through only a “pretty small area.”

“There is still a big part of the scene that is too dangerous to examine,” said Sgt. Benoit Richard.

Police are meeting with relatives of the 40 still listed as missing and asking them to provide material that might identify their remains. That material is in turn passed on to the coroner’s office, which is running forensic pathology tests in a Montreal laboratory.

It’s not known how long the police investigation may take, Richard said. “It could be a couple of days to a couple of weeks.”

Donald Ross, the Transportation Safety Board’s investigator in charge, has a nine-member team on site and is shuttling in experts from the TSB’s Ottawa headquarters as the need arises. But the probe is slow-going, mainly because the last fire was extinguished only Sunday afternoon.

“It’s a tremendous job,” Ross said, describing how the firefighting effort over a day and a half left water that was knee-deep in some places. “It’s hard to get around.”

Still, investigators have confirmed that there was a fire involving the train where it was parked by the engineer in Nantes, though they would not, or could not, say at this point whether that contributed to the derailment and subsequent explosion.

The TSB has recovered the locomotive event recorder, the train equivalent to the airliner “black box.” That  device will tell authorities how fast the train was travelling, when it was set in motion and whether all the necessary braking mechanisms were applied.

Lucienne Gallant was still trembling Sunday morning at the home of her son and daughter-in-law in Nantes, 36 hours after she was awakened by a neighbour, telling her a train had derailed and they had to run.

The 81-year-old ran with several people up the street, feeling the flames at her back, a scene she described with trembling hands while the home phone and cellphones rang constantly, with family and friends calling to check in.

But initial panic on Sunday evolved into grief as people began to comprehend the extent of the devastation and the mounting official death toll.

Reporters and TV crews camped outside the school entrance. Inside, said Lac-Megantic resident Linda Gendreau, there was an information vacuum — no televisions, no running updates.

“Maybe it is better that way, because people are living through this event and they have to take it one day at a time,” said Gendreau. Her own family and friends have been accounted for, but friends of friends remain missing, she said.

“We can’t absorb it all at once, so it’s maybe a good thing that we start by going through the shock of the situation, and then go through the collective crisis of what it means for the community.”

The 10-year-old railway owns more than 800 km of track serving Quebec, New Brunswick, Maine and Vermont.

Beauchesne said there were 160 firefighters on the scene and there’s a “team spirit” in the town and “everyone is working together.”

Worried residents watched from behind the perimeters set up by authorities, sick with fear that some of their friends and loved ones may have died.

http://www.thestar.com/news/canada/2013/07/07/lac_megantic_death_toll_rises_in_quebec_train_derailment_explosion.html

 

Canadian train derailment death toll rises to 5; dozens still missing

LAC-MEGANTIC, Quebec — As firefighters doused still burning oil tanker cars, more bodies were recovered Sunday in this devastated town in eastern Quebec, raising the death toll to five after a runaway train derailed, igniting explosions and fires that destroyed the downtown district. With dozens of people reported missing, authorities feared they could find more bodies once they reached the hardest-hit areas.

Quebec provincial police Lt. Michel Brunet said Sunday that about 40 people have been reported missing, but cautioned that the number could fluctuate up or down.

“We met many people who had reported family members missing. Right now I can tell you about 40,” Brunet said.

Brunet confirmed two more deaths early Sunday afternoon after confirming two people were found dead overnight. One death was confirmed Saturday.

All but one of the 73 cars were filled with oil, which was being transported from North Dakota’s Bakken oil region to a refinery in Saint John, New Brunswick.

The eruptions early Saturday morning sent residents of Lac-Megantic scrambling through the streets under the intense heat of towering fireballs and a red glow that illuminated the night sky.

Local Fire Chief Denis Lauzon likened the charred scene to “a war zone.”

“This is really terrible. Our community is grieving and it is taking its toll on us,” Mayor Colette Roy-Laroche said.

On Sunday afternoon, Prime Minister Stephen Harper toured the town where a large part of the downtown area has been leveled.

“This is an unbelievable disaster,” Harper said. “This is a very big disaster in human terms as the extent of this becomes increasingly obvious.”

Harper said the whole country is worried about the missing and is praying for the town.

“This is an enormous area, 30 buildings just completely destroyed, for all intents and purposes incinerated,” Harper said. “There isn’t a family that is not affected by this.”

The search for victims in the charred debris was hampered because two tanker cars were still burning Sunday morning, sparking fears of more potentially fatal blasts.

Lauzon said firefighters are staying 500 feet (150 meters) from the burning tankers, which are being doused with water and foam to keep them from overheating.

The multiple blasts came over a span of several hours in the town of 6,000, which is about 155 miles (250 kilometers) east of Montreal and about 10 miles (16 kilometers) west of the Maine border. It is a picturesque lakeside town in Quebec’s Eastern Townships.

The derailment caused at least five tanker cars to explode in the downtown district, a popular area packed with bars that often bustles on summer weekend nights. Police said the first explosion tore through the town shortly after 1 a.m. local time. The fire then spread to several homes.

Brunet said he couldn’t say where the bodies were found exactly because the families have not been notified. Many feared for the lives of those who were at the Musi-Cafe bar where dozens of people were enjoying themselves in the wee hours of a glorious summer night.

Residents who gathered outside a community shelter Sunday hugged and wiped tears as they braced for bad news about missing loved ones.

Henri-Paul Audette headed there with hope of reuniting with his missing brother. Audette, 69, said his brother’s apartment was next to the railroad tracks, very close to the spot where the train derailed.

“I haven’t heard from him since the accident,” he said. “I had thought … that I would see him.”

Another man who came to the shelter said it’s difficult to explain the impact this incident has had on life in Lac-Megantic. About a third of the community was forced out of their homes. David Vachon said he has one friend whose sister is missing and another who is still searching for his mother.

The cause of the accident was believed to be a runaway train, the railroads operator said.

Edward Burkhardt, the president and CEO of Rail World Inc., the parent company of Montreal, Maine & Atlantic Railway, said the train had been parked uphill of Lac-Megantic because the engineer had finished his run. The tanker cars somehow came loose and sped downhill nearly seven miles into the town before derailing.

“We’ve had a very good safety record for these 10 years,” Burkhardt said of the decade-old railroad. “Well, I think we’ve blown it here.”

Joe McGonigle, Montreal, Maine & Atlantic’s vice president of marketing, said the company believes the brakes were the cause. He said the rail company has been in touch with Canada’s Transportation Safety Board.

“Somehow those brakes were released and that’s what is going to be investigated,” McGonigle said in a telephone interview Sunday. “We’re pretty comfortable saying it is the brakes. The train was parked, it was tied up. The brakes were secured. Somehow it got loose.”

Lauzon, the fire chief, said that firefighters in a nearby community were called to a locomotive blaze on the same train a few hours before the derailment. Lauzon said he could not provide additional details about that fire since it was in another jurisdiction. Nantes Fire Chief Patrick Lambert couldn’t be immediately reached, but McGonigle confirmed the fire department showed up after the first engineer tied up and went to a local hotel and after someone reported a fire.

“We know that one of our employees from our engineering department showed up at the same time to assist the fire department. Exactly what they did is being investigated so the engineer wasn’t the last man to touch that train, we know that, but we’re not sure what happened,” McGonigle said.

McGonigle said there was no reason to suspect any criminal or terror-related activity.

Because of limited pipeline capacity in North Dakota’s Bakken region and in Canada, oil producers are increasingly using railroads to transport much of the oil to refineries on the East, Gulf and West coasts, as well as inland. Harper has called railroad transit “far more environmentally challenging” while trying to persuade the Obama administration to approve the controversial Keystone XL pipeline from Canada to the Gulf Coast.

The proliferation of oil trains has raised concerns of a major derailment like this. McGonigle said it is a safe way to transport oil.

“There’s much more hazardous material that moves by rail than crude oil. We think it is safe. We think we have a safe operation. No matter what mode of transportation you are going to have incidents. That’s been proven,” McGonigle said. “This is an unfortunate incident.”

Myrian Marotte, a spokeswoman for the Canadian Red Cross in Lac-Megantic, said there are about 2,000 evacuees and said 163 stayed at their operations center overnight.

Patrons gathered at a nearby bar were sent running for their lives after the thunderous crash and wall of fire blazed through the early morning sky early Saturday. Bernard Theberge, who was outside on the bar’s patio at the time of the crash, feared for the safety of those inside the popular Musi-Cafe when the first explosion went off.

“People started running and the fire ignited almost instantaneously,” he said.

“It was like a movie,” said Theberge, who considered himself fortunate to escape with only second-degree burns on his right arm. “Explosions as if it were scripted — but this was live.”

According to Montreal Maine & Atlantic’s website, the company owns more than 500 miles (800 kilometers) of track serving Maine, Vermont, Quebec and New Brunswick.

Montreal, Maine and Atlantic carried nearly 3 million barrels of oil across Maine last year. Each tank car holds some 30,000 gallons (113,600 liters) of oil.

Maine state officials were notified regarding concerns about the smoke from the fire but staff meteorologists don’t believe it will have a significant impact, Peter Blanchard of the state Department of Environmental Protection said Sunday.

The Maine environmental agency had previously begun developing protection plans for areas in the state through which the oil trains travel.

But Glen Brand, director of the environmentalist Sierra Club’s Maine chapter, said the Quebec derailment is reason enough to call for an immediate moratorium on the rail transport of oil through the state.

“This tragic accident is part of the larger problem of moving oil through Maine and northern New England,” Brand said. “It reinforces the importance of moving away from dirty fossil fuels that expose the people of northern New England, Maine and Quebec to a host of dangerous risks.”

French President Francois Hollande’s office issued a statement offering condolences to the victims in the predominantly French-speaking Canadian province.

http://blog.al.com/wire/2013/07/canadian_train_derailment_deat.html

 

Deadly Derailment in Quebec Underlines Oil Debate

By

The police said on Sunday that at least five people had died and 40 were missing after runaway railroad tank cars filled with oil derailed and exploded in a small Quebec town.

“We know there will be more deaths,” Lt. Michel Brunet of Quebec’s provincial police told reporters in Lac-Mégantic, where the fires continued to burn on Sunday.

The derailment and explosions, which took place around 1:15 a.m. on Saturday, underscored a debate in the effort to transport North America’s oil across long distances: is it safer and less environmentally destructive to move huge quantities of crude oil by train or by pipeline?

Visiting the town on Sunday, Prime Minister Stephen Harper compared it to a “war zone.”

The fires, which incinerated at least 30 buildings in the core of Lac-Mégantic, a tourist town of 6,000 people about 150 miles east of Montreal, limited the work of accident investigators, as well as attempts to search for survivors and the remains of victims.

In a statement, the Montreal, Maine and Atlantic Railway said the train had been parked outside Lac-Mégantic for the night with no crew members on board. Its locomotive had been shut down, “which may have resulted in the release of air brakes on the locomotive that was holding the train in place,” the statement said.

The railway did not respond to further questions, but Reuters, quoting officials from the company, said the oil aboard the train had come from the Bakken oil fields of the Western United States.

The Bakken oil deposits, which are often drilled through hydrofracking, have become a major source of oil for the railroads to move because the deposits lack direct pipeline links. Canada’s oil sands producers, frustrated by a lack of pipeline capacity, are also turning to trains to ship their products.

Their move to rail comes as the Obama administration continues to weigh an application for the Keystone XL pipeline, which would deliver synthetic crude oil and bitumen, an oil-containing substance, from Alberta to refineries on the Gulf Coast. An analysis of the pipeline plan for the State Department concluded that if the pipeline was rejected, oil sands producers would instead turn to railways for shipments to the United States.

Both the Canadian National Railway and the Canadian Pacific Railway have extensive rail networks into the United States and have been promoting what the industry often calls a “pipeline on rails” to serve the oil sands. Mark Hallman, a spokesman for Canadian National, said the railway moved 5,000 carloads of crude oil to the United States from Canada in 2011, increased that amount to 30,000 carloads in 2012 and “believes it has the scope to double this business in 2013.”

Unlike pipeline proposals, however, the escalation of rail movements of oil, including light oil shipments from the Bakken fields as well as from similar unconventional, or tight, oil deposits in Canada, is not covered by any regular government or regulatory review.

“We have an explosion of tight oil production in Canada and the United States, and most of it is moving by train,” said Anthony Swift, a lawyer with the Natural Resources Defense Council in Washington. “But this process has happened without due diligence.”

Keith Stewart, a climate and energy campaigner with Greenpeace Canada who has examined the increased use of oil trains, criticized railways in Canada and the United States for continuing to use older oil tank cars that he said were found to be unsafe more than 20 years ago.

A 2009 report by the National Transportation Safety Board about a Canadian National derailment in Illinois called the design of those tank cars “inadequate” and found that it “made the cars subject to damage and catastrophic loss of hazardous materials.” Television images suggested that the surviving tank cars on the Lac-Mégantic train were of the older design.

Mr. Hallman, the spokesman for Canadian National, did not respond to questions about the safety of tank cars or the consequences of the Lac-Mégantic derailment for rail oil shipments in general. However, he said, “this tragedy notwithstanding, movement of hazardous material by rail not only can be, but is being, handled safely in the vast majority of instances.” Ed Greenberg, a spokesman for Canadian Pacific, declined to comment.

The comparative safety of railways over pipelines has been the subject of much debate. Speaking in New York in May, Mr. Harper emphasized that the rejection of the Keystone XL pipeline would lead to an increase in oil sands shipments by rail, which he called “more environmentally challenging” than pipelines.

“We have seen some major safety risks associated with the crude-by-rail regime,” Mr. Swift, the lawyer, said.

But Edward Whittingham, the executive director of the Pembina Institute, an environmental group based in Calgary, Alberta, said there was not conclusive research weighing the safety of the two shipment methods.

“The best data I’ve seen indicates,” he said, “depending on your perspective, both are pretty much as safe as each other, or both are equally unsafe. There’s safety and environmental risks inherent in either approach.”

Accidents involving pipelines, Mr. Whittingham said, can be more difficult to detect and can release greater amounts of oil. Rail accidents are more frequent but generally release less oil. The intensity of the explosions and fires at Lac-Mégantic, he said, came as a “big surprise” to him and other researchers, given that the tank cars had been carrying crude oil, rather than a more volatile form like gasoline.

While Mr. Whittingham hopes that it will not be the case, he anticipates that proponents of the Keystone XL pipeline will use the rail accident to push their case with the Obama administration.

http://www.nytimes.com/2013/07/08/world/americas/deadly-derailment-in-quebec-underlines-oil-debate.html?partner=rss&emc=rss&smid=tw-nytimes&_r=1&#h[]

Sixty missing and scores feared dead as train carrying hundreds of tons of  oil derails and explodes in Canadian town center

  • 60 people  believed to be missing
  • About 30 buildings destroyed in Lac  Megantic
  • Force of blaze preventing rescue workers  from checking for survivors
  • Oil from train cars is spilling into  nearby river

By Jessica Jerreat

The force of the blaze has prevented  emergency workers from getting close to the damaged buildings to check for  survivors.

It is not yet known if anyone was killed or  injured in the blast, according to the Hamilton  Spectator. The Montreal Maine & Atlantic train did  not have a driver and was being run on autopilot.

About 30 shops and homes in the town center,  including the library and local weekly newspaper’s office, were destroyed by the  fire, which is being dealt with by firefighters from Quebec and Maine.

‘We do fear that there are going to be  casualties,’ Sergeant Gregory Gomez del Prado, of Quebec Police, told CTV  News.

Witnesses said the blast flattened an  apartment building and part of a pub, which had a terrace packed with people at  the time of the fire, according to CBC.

The ferocity of the blaze has made  authorities fear for the safety of many of the lakeside town’s 6,000 residents. About 120 firefighters are still trying  to contain the fire in the town  center.

‘When you see the center of your town  almost  destroyed, you’ll understand that we’re asking ourselves how we  are going to  get through this event,’ the town’s mayor, Colette  Roy-Laroche,  said.

‘We’re told some people are missing but  they  may just be out of town or on vacation,’ Lieutenant Michel Brunet,  of Quebec  police, said.

A Facebook page has been set up to help  friends and family check on their loved ones, according to the Toronto  Star.

About 250 residents have taken shelter in a  Red Cross center set up in the town’s high school, and more are expected to  arrive there later today.

‘Many parents are worried because they  haven’t been able to communicate with a member of their family or an  acquaintance,’ Ms Roy-Laroche  said.

Canada’s Prime Minister Stephen Harper has  sent his sympathy to the stricken town.

‘Thoughts & prayers are with those  impacted in Lac Megantic. Horrible news,’ he said on Twitter.

Flames could be seen from several miles away  as the fire spread to several  homes after the 73-car Montreal Maine &  Atlantic train, which was  heading towards Maine, derailed.

Zeph Kee, who lives about half an hour from  Lac-Megantic, told CBC: ‘It was total mayhem … people not finding their  kids.’

Resident Anne-Julie Hallee, who saw the  explosion, said: ‘It was like the end of  the world.’

Another resident, Claude Bedard, said: ‘It’s  terrible. We’ve never seen anything like it. The Metro store, Dollarama,  everything that was there is gone.’

Some of the oil has leaked into a lake and  the Chaudiere River, and plumes of thick smoke can be seen from about 10km away,  nearly 10 hours after the blast.

A 1km section of the town has been cordoned  off and boats have been banned from coming close on the river, after flames were  allegedly seen in two aqueducts.

‘We have a mobile laboratory here to monitor  the quality of the air,’ Environment Quebec spokesman Christian Blanchette  said.

‘Firefighters are working hard to extinguish  that fire, but it’s burning hard because of the crude oil,’ Gergeant Gomez del  Prado said,adding that it would take a while for the fire to be contained.

‘We also have a spill on the lake and the  river that is concerning us. We have advised the local  municipalities  downstream to be careful if they take their water from  the Chaudiere  River.’

Firefighters have set up a perimeter around  the town as they try to tackle the  blaze, which was caused when four of the  cars that were pressurized blew up.

‘There are still wagons which we think are  pressurized. We’re not sure because we can’t get close, so we’re working on the  assumption that all the cars were pressurized and could explode. That’s why  progress is slow and tough,’ local fire chief Denis Lauzon said.

The cause of the derailment is not yet known.  The railway company’s vice-president Josephy R. McGonigle, said the middle  section of the train had derailed, the Montreal  Gazette said.

Investigators are headed to the town to begin  gathering information and statements from witnesses.

Read more: http://www.dailymail.co.uk/news/article-2357352/Breaking-news-Canadian-town-center-wiped-freight-train-carrying-hundreds-tons-crude-oil-derails-explodes.html#ixzz2YI7q386Q Follow us: @MailOnline on Twitter | DailyMail on Facebook

Quebec town rocked by explosions, fire after derailment

Train derailment in Lac-Mégantic forces 1,000 from homes, several people reported missing

Worry is growing among residents of the tight-knit community of Lac-Mégantic, as people search for missing friends and loved ones after a train derailment sparked a series of explosions and a major fire that continues to burn.

The train carrying crude oil derailed overnight in the heart of Lac-Mégantic in Quebec’s Eastern Townships, forcing 1,000 people from their homes.

Witnesses reported between four and six explosions overnight in the town of about 6,000 people. The derailment happened at about 1 a.m. ET, about 250 kilometres east of Montreal.

It is not yet known if there are any casualties, but according to Radio-Canada 60 people have been reported missing.

Prime Minister Stephen Harper sent his thoughts out to the community on Saturday afternoon. He said the government was monitoring the situation and was standing ready to provide extra support.

“Our thoughts and prayers go out to the families and friends of those affected by this morning’s tragic train derailment,” he said in a statement. “We hope evacuees can return to their homes safely and quickly,” he said.

‘Total mayhem’

Zeph Kee, who lives about 30 minutes outside of Lac-Mégantic, said he saw a huge fireball coming from the city’s downtown early Saturday morning.

He described one of the local bars, where people were enjoying their drinks on the outside patio at the time of the explosion. That bar is now gone, Kee said.

Kee said several buildings and homes were flattened by the blast.

Isabelle Aller, who was visiting the area, says she has been calling her friends ever since the explosion, and they haven’t answered their phones.

“The more time that passes, the more we are worried,” she said.

Aller says after the first explosion, some people went to the scene to see what was going on.

Several explosions followed afterwards.

Mayor holds back tears

The teary-eyed mayor of Lac-Mégantic, Colette Roy-Laroche, said emergency services are doing everything possible to deal with the crisis.

“We have deployed all resources to ensure that we can support our citizens,” she said.

A spokesperson for Quebec’s Environment Ministry says 73 rail cars filled with crude oil were involved. At least four of the cars exploded, sending a huge cloud of thick, black smoke into the air.

The fire, which can be seen for several kilometres, has spread to a number of homes. Authorities say some 30 buildings were affected.

“It’s dreadful,” said Lac-Mégantic resident Claude Bédard. “It’s terrible. We’ve never seen anything like it. The Metro store, Dollarama, everything that was there is gone.”

Firefighters called in from U.S.

More than 100 firefighters, some as far away as Sherbrooke, Que., and the United States, were on the scene early Saturday morning to bring the flames under control.

A large but as-yet undetermined amount of fuel is also reported to have spilled into the Chaudière River. Some residents say the water has turned an orange colour.

The derailed train belongs to Montreal Maine & Atlantic, which owns more than 800 kilometres of track serving Maine, Vermont, Quebec and New Brunswick, according to the company’s website.

CBC’s French service, Radio-Canada, has reported there was no one on board the train, which was being remotely operated.

The cause of the derailment is under investigation. A spokesperson for Quebec provincial police said it is still too early to say what caused it.

Experts from Environment Quebec are working to determine whether the smoke poses any danger to people.

http://www.cbc.ca/news/canada/ottawa/story/2013/07/06/quebec-train-derailment-fire.html

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American History–New York City–1609-1825–Videos

Posted on July 19, 2012. Filed under: Agriculture, American History, Art, Babies, Blogroll, Books, Business, College, Communications, Culture, Economics, Education, Employment, Energy, Federal Government, Films, Fiscal Policy, Food, government, government spending, history, Inflation, Language, Law, liberty, Life, Links, media, People, Philosophy, Politics, Railroads, Rants, Raves, Resources, Security, Ships, Strategy, Technology, Transportation, Video, War, Water, Wealth, Wisdom | Tags: , , , , , |

(Part 1/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825) 

(Part 2/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 3/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 4/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 5/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 6/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 7/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

(Part 8/8) New York: A Documentary Film – Episode One: The Country and The City (1609-1825)

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American History–Thomas E. Woods, Jr., Ph.D.–The Politically Incorrect Guide to American History Lectures–Videos

Posted on July 14, 2012. Filed under: American History, Baseball, Blogroll, Books, Business, College, Communications, Culture, Economics, Education, Employment, European History, Farming, Federal Government, Fiscal Policy, Food, Foreign Policy, government, government spending, High School, history, History of Economic Thought, Immigration, Inflation, Investments, Language, Law, liberty, Life, Links, Macroeconomics, media, Microeconomics, Monetary Policy, People, Philosophy, Politics, Railroads, Rants, Raves, Regulations, Religion, Resources, Science, Ships, Sports, Taxes, Technology, Transportation, Unemployment, Union, Unions, Video, War, Wealth, Wisdom | Tags: , , , , |

The Politically Incorrect Guide to American History, Lecture 1 | Thomas E. Woods, Jr.

Lecture 1, “Themes and Lessons from Colonial America” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 2 | Thomas E. Woods, Jr. 

Lecture 2, “The Constitution: Four Disputed Clauses” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 3 | Thomas E. Woods, Jr.

Lecture 3, “The Principles of ’98” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 4 | Thomas E. Woods, Jr.

 Lecture 4, “Lysander Spooner and Other Antebellum Radicalism” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 5 | Thomas E. Woods, Jr. 

Lecture 5, “Secession and the American Experience” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 6 | Thomas E. Woods, Jr. 

Lecture 6, “Secession and War” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 7 | Thomas E. Woods, Jr.

Lecture 7, “Reconstruction” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 8 | Thomas E. Woods, Jr.

Lecture 8, “Myths and Facts About Big Business” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 9 | Thomas E. Woods, Jr.

Lecture 9, “World War I” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 10 | Thomas E. Woods, Jr. 

Lecture 10, “The 1920s – Domestic and International” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 11 | Thomas E. Woods, Jr.

Lecture 11, “Herbert Hoover and the Great Depression” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 12 | Thomas E. Woods, Jr. 

Lecture 12, “The Economics of the New Deal and World War II” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 13 | Thomas E. Woods, Jr.

Lecture 13, “The History of Foreign Aid Programs” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 14 | Thomas E. Woods, Jr.

Lecture 14, “Civil Rights and the Supreme Court” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

The Politically Incorrect Guide to American History, Lecture 15 | Thomas E. Woods, Jr.

Lecture 15, “Welfare Programs and the Great Society” by Dr. Thomas E. Woods, Jr., a senior fellow in history at the Ludwig von Mises Institute, presents this fifteen-lecture course covering the material in his book The Politically Incorrect Guide to American History. Presented to the Auburn University Academy for Lifelong Learners, and recorded at the Mises Institute in Auburn, Alabama between September 2006 and March 2007.

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American History–United States of America’s Entry Into World War I–Videos

Posted on July 13, 2012. Filed under: American History, Blogroll, Communications, Economics, Employment, European History, Federal Government, Fiscal Policy, Foreign Policy, government spending, history, Language, Law, liberty, Life, Links, media, People, Philosophy, Politics, Railroads, Raves, Resources, Security, Ships, Technology, Transportation, Video, War, Weapons, Wisdom | Tags: , , , , , , |

World War I: Entry Of The United States 1/4

World War I: Entry Of The United States 2/4

World War I: Entry Of The United States 3/4

World War I: Entry Of The United States 4/4

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American History–Transcontinental Railroads–Videos

Posted on July 12, 2012. Filed under: American History, Blogroll, College, Communications, Economics, Education, Energy, Federal Government, history, Law, liberty, Life, Links, media, People, Philosophy, Politics, Railroads, Regulations, Resources, Security, Transportation, Water, Wisdom | Tags: , , , , , , |

Transcontinental Railroad (1 of 5)

By the middle of the 19th century, the benefits brought by the host of advances of the industrial age were gradually beginning to reach America, which soon developed a spectacular achievement of its own – the Transcontinental Railway, reaching right across the continent. They battled against hostile terrain, hostile inhabitants, civil war and the Wild West. With two teams, one building from the east and the other from California in the west, they battled against hostile terrain, hostile inhabitants, civil war and the Wild West. Yet in 1869, the two teams’ tracks were joined, shrinking the whole American continent, as the journey from New York to San Francisco was reduced from months to days.

Transcontinental Railroad (2 of 5)

Transcontinental Railroad (3 of 5) 

Transcontinental Railroad (4 of 5) 

Transcontinental Railroad (5 of 5) 

Richard White (6/8/11)

Myths About the Transcontinental Railroad and the Building of the American West
Richard White, Professor of History, Stanford University; Author, Railroaded: The Transcontinentals and the Making of Modern America

Drawing on his extensive knowledge on the American West and 12 years of research on the railroads, White will reveal the social and economic impact the transcontinental railroad has had on shaping the United States into what it is today. With an iconoclastic perspective, White recasts our understanding of the Gilded Age. Hop aboard as White explores 19th-century politics, greed, corruption, money, and corporate arrogance — and the America formed out of them after the Civil War.

Transcontinental Railroad

http://www.globalsecurity.org/military/facility/rr-transcontinental-railway.htm

Background Articles and Videos

The Transcontinental Railroad: Uniting the States of America  (2010 National History Day)

Extreme Trains – Transcontinental (Season 01 Episode 08)

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