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Privatizing Public Lands

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This had its moment of outrage some time ago, but I did want to mention that the Trump proposal to sell a chunk of Yosemite off to one of his developer friends is both horrifying and also pretty well part and parcel of Republican orthodoxy for many decades now. Republicans love to trot out Theodore Roosevelt to show they are environmentalists too, but that’s a looong time ago, plus Trump has said that TR sucks anyway; whoever has his ear is one of the McKinley fans that want to repeal the entire 20th century. But again, nothing new under the sun here. Karl Rove can be disgusted at Trump and Paxton if he wants, but openly stated 25 years ago that he wanted to repeal the Progressive Era, so this is what he wanted, if with less class. So again, my basic thesis of the Trump years is that almost all the differences between him and previous presidents are much more about style rather than substance. What credentials Republicans might have had on environmental issues died a very long time ago, really by the late 70s. They have a mission and it’s to destroy any common good in America. Reagan, both Bushes, every leading Republican senator and congressman, the judicial class, and Trump, they all more or less believe the same things on most issues.

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LeMadChef
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Here’s Why Biodiesel Isn’t Going To Stop The Rapid Climb Of The Price Of Diesel

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Even if you don’t drive a car or truck that drinks diesel, I’m sure you’re aware at just how absurdly high diesel prices have gotten. Average diesel price per gallon is now close to seven bucks, and it’s never really been anywhere close to that. Because diesel is really the fuel that drives so much of our economy – farms use it extensively for machinery, trains use it, trucking relies on it, and so on – the cascading effects of these high fuel prices are being felt everywhere. This isn’t good, and so far there doesn’t even seem to be a solution on the horizon. It’s really pretty bleak.

All of this fretting over diesel has made me wonder about something: where’s all the biodiesel?

I remember back in the early-to-mid-2000s when it was actively hard to find a Mercedes-Benz diesel wagon for sale because everyone was buying them up to convert to be able to run on used French fry oil. Companies were popping up all over the place to do these conversions – there was even one near where I used to live in Los Angeles that was sort of famous, called LoveCraft Biofuels. These places worked out deals with local restaurants to convert their used cooking oil into usable diesel fuel, provided your car had a few relatively minor modifications to heat the fuel to keep it liquid and some filtration systems.

Look, here’s an old commercial for them, featuring a guy with a name that at first auditory-glance sounds like mine, but he’s a lot better-looking:

Places like these were just small-scale, though. They were converting Benz diesels for hipsters one by one, this wasn’t biofuel on an industrial scale. But that was promised, too! There were plans for plants that turned turkey offal and other slaughterhouse wastes into diesel, or crushing soybeans into oils that can become diesel, and more, and for a while it seemed like we’d soon be able to make as much diesel as we needed from renewable biological sources that would be just turned into waste, anyway.

At some point, though, these biofuel enterprises seemed to recede from the spotlight. Lovecraft closed in 2009, and a lot of other small biofuel companies did as well, and I just generally stopped hearing as much about these sorts of enterprises. So, what happened? Why did all these biodiesel initiatives not seem to pan out, and why hasn’t the biodiesel industry stepped up in this time of diesel crisis to help free us from the tyranny of traditional diesel supply issues?

It turns out that there are a lot of reasons. There’s a number of articles online that explain a number of reasons why, but I wanted to hear from an expert, so I reached out to a few. One of the people who responded to me in detail was Monte Shaw, the executive director of the Iowa Renewable Fuels Association. Shaw’s response is quite comprehensive and makes clear that it’s not really one specific reason, but rather a disappointing cocktail of technical, economic, and regulatory reasons:

Biomass-based diesel, which includes both renewable diesel and biodiesel, is stepping up to help in 2026. However, there are practical limitations. Just as traditional refiners can only run their plants at full capacity, the same is true for biodiesel. Each month in 2026 is setting new production records for biodiesel as plants have ramped up and are running flat out today.

You mentioned California. Because of state policies there, I believe over 75% of “diesel” used in the state is actually a combination of renewable diesel and biodiesel. That is a remarkable achievement and should have insulated the state a bit from the current global spike.

But elsewhere inconsistent policy has held back biodiesel. The federal government let the blenders tax credit lapse at the end of 2024 without a replacement for over a year. At the same time the EPA set lackluster Renewable Fuel Standard (RFS) blending levels for 2023-2025. These policy signals curtailed the growth of biodiesel production capacity with many projects being cancelled.

This includes soybean crush facilities that extract the soybean oil that had been planned. We need to grow feedstock availability to grow production. With better tax and RFS policy in place for 2026, we’re starting to see projects move forward again, but they take time to build and start impacting the market.

So with over 5 billion gallons of production capacity, renewable diesel and biodiesel are making a significant contribution to diesel supplies in the US, especially in California. And we’re excited to see growth back on track. But just like petroleum refineries, we don’t have a magic switch to flip to double or triple production overnight.

All diesel engines can use B20 (20% biodiesel). All can use 100% renewable diesel. So there is no equipment limit. It’s a matter of ensuring a stable investment market to spur growth. Biodiesel can and will do more in the future if given a chance.

So, there already is biodiesel being made and used, and that’s great, because it is renewable and helps the US maintain some degree of energy independence, but there are inherent issues with it, even if there were no regulatory hurdles. The feedstock for biofuels is simply more expensive than petroleum, and those same feedstocks – corn, soybeans, vegetable oils – are also human food sources, so there’s a limit on how much can be earmarked for fuel use.

Some sources of biodiesel, like soybeans, seem to be significantly more expensive. There are also issues with transporting biofuel diesel, because biofuels tend to be more corrosive to metals, which means they’re not suitable for pipeline transport, and must be shipped by truck or rail, which is significantly more expensive.

I also reached out to Marc Dreyfors, the manager of Orange County Eco-Innovations Park, which includes Carolina Biofuels, which operates a small fleet of biodiesel-fueled buses for Duke University. Dreyfors noted the regulatory and economic hurdles, especially:

So a new product that’s on the market called renewable diesel. Yeah. It is the same feedstock that biodiesel does, and it produces a more compatible fuel with less side effects issues with it running in modern diesels.

So this, you know, there’s a giant sucking sound at this point of renewable diesel to the feedstock that was wants biodiesel. And then there’s also the loss of the producer’s credit. There was a production credit, blender’s credit. There’s still a production credit, but there’s a blender credit for a dollar for every part, you know, part per million of biodiesel that will blend it into diesel, you got a dollar back from the government. Right. So now it’s just a flat producer’s credit, which tends to benefit the larger producers, whereas the blender’s credit was kind of more egalitarian, and that anybody who blended diesel in with biodiesel could claim the credit.

It’s the influence of the large fossil fuel companies. You’ve got the soybean producer association who wants to sell their soybeans and get produced into biofuel when soybean prices are low, you know, or have some kind of subsidy associated with it.

…

If it’s made at an industrial scale, anything, it’s even harder. We’re unique in that we only make our fuel from recycled food waste, but there’s simply not enough of it to really make a dent, and we have a case for simply using that biodiesel in school buses, because that’s the biggest bang for the buck because it’s reducing air toxic exposure and the engines are old.

The current administration hasn’t been prioritizing biodiesel in any capacity, really, domestically produced or otherwise. Imported biodiesel fell dramatically since 2025 due to the loss of tax credits for such fuels, for example.

What all of this adds up to is really a sort of perfect shitstorm for biofuels. While it all seemed so promising – fuel from French fry oils and other wastes! – the reality of scaling it up just hasn’t proven to be economically viable, at least not yet. And without good incentives or support for companies that wish to try to make these sorts of fuels at scale, it’s all a non-starter.

Now, if the current diesel situation continues, this could change: diesel fuels can be made from these waste products, after all, and if diesel continues to rise in cost, it may end up becoming an economically viable proposition. There are also processes that can turn non-food sources like wood waste into biofuel, and there’s currently promising-looking research into these processes, but a large-scale, economically viable enterprise for this has yet to emerge. But it could!

Is it going to help us right now? No. Is the idea of taking wood waste and turkey guts and turning it into usable diesel still a compelling idea? Absolutely. Unfortunately, it doesn’t seem like we’re there yet, and we don’t have people in power, politically or economically, vested in making sure biodiesel actually happens at larger scales.

Who knows what the future may hold, but for right now, biodiesel isn’t going to be our magic oily bullet.

Top graphic image: DepositPhotos.com

The post Here’s Why Biodiesel Isn’t Going To Stop The Rapid Climb Of The Price Of Diesel appeared first on The Autopian.

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LeMadChef
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Reaganism Broke US Tax Brackets. It’s Time To Fix Them. - Roosevelt Institute

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A man in a suit presents a chart with rising dollar lines labeled Current and Future. The background features crumpled paper and a green area with money illustrations.
A large, stylized letter R in varying shades of green with geometric shapes and overlapping sections on a light background.

Key Takeaways

  • In recent decades, income inequality across the income distribution has exploded. From 1979 to 2022, the post-tax-and-transfer income of the top 0.01 percent grew more than six times higher than for the bottom 20 percent of earners. At the same time, the fiscal situation in the United States has worsened—with the country’s debt burden expected to skyrocket and interest payments on the debt growing in tandem.
  • Policymakers should therefore restructure the tax code to double the number of tax brackets from 7 to 14, addressing both the reality of income inequality and the need for higher revenues. Far from being revolutionary, this would bring the tax code closer to historical norms: From 1916 to 1986, the US averaged more than 27 tax brackets a year and peaked at 56.
  • Additional tax brackets would also give policymakers more built-in flexibility to change tax rates and income thresholds in the future under different macroeconomic and fiscal scenarios.

Introduction: Why the US Tax Code Needs More Income Brackets

Many of the defining legislative battles in Congress over the past three decades have centered on tax policy: Bill Clinton’s 1993 Reconciliation Act, the George W. Bush tax cuts, Barack Obama’s fiscal cliff compromise, and Donald Trump’s two rounds of tax cuts. But despite the fighting and headlines, the structure of the individual income tax has not changed much over this same period. The top marginal tax rate has remained between 35 and 39.6 percent, and the number of tax brackets has grown only modestly, from five to seven.

This stasis contrasts sharply with personal incomes, which have changed dramatically over the same period. In the 30-plus years since 1992, the post-tax-and-transfer incomes of the bottom 20 percent of earners grew by 67 percent. While that statistic sounds promising in isolation, it pales in comparison to the growth experienced by the top 0.01 percent of earners—whose incomes grew by an astounding 437 percent. During those decades, the richest Americans also saw their pre-tax-and-transfer incomes skyrocket. And they disproportionately benefited from the cuts to tax rates across lower tax brackets, while the top marginal tax rate changed little.

Policymakers should restructure the tax code to reintroduce more tax brackets, coupled with greater progressivity at the top end of the income distribution.

Modern taxpayers may be accustomed to a narrow band of rates and brackets, but this compression is a relatively new development in US history. From 1916 to 1986, the top marginal tax rate was, on average, 70 percent, with top rates applicable only to those making millions, tens of millions, or even hundreds of millions every year in today’s dollars. During that period, the country had on average more than 27 different federal income tax brackets each year, with as many as 56 at a time—compared with 7 federal brackets today.

Today, policymakers should restructure the tax code to reintroduce more tax brackets, coupled with greater progressivity at the top end of the income distribution. They should do this for three reasons: First, since the Reagan era, income inequality across the income distribution has exploded, with the top sliver of Americans enjoying exponentially higher incomes than the rest of the country and the bottom chunk of Americans falling further and further behind. Second, income inequality within the top end of the income distribution has skyrocketed, with income gains for the top 0.1 percent far outpacing those for the rest of the top 1 percent. Failure to adapt our tax code accordingly has resulted in a loss of vertical equity, the idea that those with higher incomes should pay higher taxes. Instead, surgeons and small business owners are now in the same bracket as Fortune 500 CEOs. Third, our country’s fiscal situation—with the country’s debt now exceeding GDP—demands more tax revenue, which these reforms can help deliver. And beyond these three reasons, more brackets will give policymakers more structural flexibility to shift the individual income tax under future economic conditions.

This brief begins by walking through major developments in the US individual income tax, contextualizing today’s tax code in different historical and macroeconomic conditions. Next, it details why more tax brackets and progressivity in the tax code at the top end of the income distribution are warranted today. Lastly, it provides options for individual income tax rates with additional brackets and counters common arguments against more progressive income taxation.

I. How US Income Tax Brackets Changed from 1913 to Today

1913–1916: The Income Tax Is Ratified

America’s income tax had several false starts. In 1861, Congress enacted the nation’s first federal income tax as a means of financing the Civil War, but it was repealed before the Reconstruction era came to a close. The income tax came around again via the 1894 Tariff Act, to help substitute for tariff revenue. However, the following year, the Supreme Court ruled in Pollock v. Farmers’ Loan & Trust Co. that the tax violated the Constitution, which, under Article I, Section 2, only allowed direct taxes apportioned among the states according to their populations.

It wasn’t until 1913 that states ratified the 16th Amendment, which allowed the income tax to take root. In the years following Pollock, populists and progressives had rallied support around an income tax, lamenting that tariffs were a consumption tax on lower-income Americans and that federal revenues should come from the wealthy. Conservatives then proposed a constitutional amendment to kill the idea. They trusted that the amendment would not be ratified by three-fourths of states. However, their trust was misplaced, as the income tax garnered popular support as a substitute for tariffs.

With the amendment ratified just months into Woodrow Wilson’s taking office, Wilson railed against tariffs, arguing that the existing regime represented “privileges and exemptions from competition behind which it was easy by any, even the crudest, forms of combination to organize monopoly.” Under mounting pressure from Democrats, Congress passed the Revenue Act of 1913, which lowered average tariff rates from about 40 percent to 25 percent and imposed a graduated income tax, beginning at 1 percent for incomes above $3,000 ($97,726 in 2025) and rising to 7 percent for incomes above $500,000 ($16.3 million).1 This 7 percent level very much represented a “class tax,” applicable to only 2 percent of the population. That law was designed to raise about three-quarters of a billion dollars for ordinary expenses, but in just a few years the government needed to drastically increase revenues.

1916–1920: Tax Brackets Multiply and Rates Rise During the War

With World War I looming, President Wilson recognized the need for increased defense spending and, consequently, more revenues. At the same time, Rep. Claude Kitchin (D-NC), who served as chairman of the House Ways and Means Committee, saw an opportunity to introduce progressive tax policy that would take on concentrated wealth and corruption. For the next century, these two principles would be the core of US tax policy, mostly as complements but occasionally as substitutes. These dual purposes helped pass the Revenue Act of 1916, which took the country from 7 tax brackets with a top rate of 7 percent on incomes over $500,000 ($14.8 million) to 14 brackets with a top rate of 15 percent on incomes over $2 million ($59.2 million).

By 1917, the new annual federal budget amounted to almost the combined federal budgets for every year between 1791 through 1916. But in the face of the war, President Wilson sought even higher revenues. In an effort to raise over $2.5 billion in revenues for the war alone, Wilson signed the War Revenue Act of 1917, ballooning the top tax rate to 67 percent. Then the Revenue Act of 1918 increased it further, to 77 percent. In a speech to a joint session of Congress in May 1918, President Wilson summed up his fiscal vision: “Our financial program must no more be left in doubt or suffered to lag more than our ordnance program or our ship program, or our munitions program or our program for making millions of men ready.” With soldiers sacrificing their lives, President Wilson felt that the rest of the American people would take on the tax burden “cheerfully and with a sort of solemn pride.”

In just a few years the country had gone from 7 brackets, the number we have today, and a top rate of 7 percent to 56 brackets with a top rate of 77 percent, which applied to incomes over $1 million ($21.4 million). Tax revenues quadrupled from 1917 to 1918, even as the income tax still only applied to 5 percent of the population.

1920–1932: Mellon Returns to Fewer Brackets and Lower Rates

After the war, Republicans got control of the White House and Congress in 1920 and ushered in a new era of tax policy. President Warren G. Harding’s secretary of the Treasury, Andrew Mellon, argued that with postwar budget surpluses, America’s economy needed lower tax rates to spur growth. Adopting the rhetoric of the populist movement, Mellon released a mass-market book called Taxation: The People’s Business to make the case that tax cuts would lead to both higher tax revenues and economic growth. The Revenue Act of 1921 slashed the top marginal rate down from 73 percent to 58 percent, applicable to incomes over $200,000 ($3.6 million). Next, the Revenue Act of 1924 further brought down the top rate to 46 percent and increased the applicable threshold to incomes over $500,000 ($9.4 million).

Then, continuing to serve under President Calvin Coolidge, Mellon culminated his push with the Revenue Act of 1926, which cut the number of tax brackets down from 43 to 23 and the top rate to 25 percent, applicable to incomes over $100,000 ($1.8 million). This individual income tax structure stayed in place until 1932, in the aftermath of the Great Depression. However, slashing the top rates and collapsing the number of brackets would come back into vogue, supercharged, decades later under President Ronald Reagan.

Figure 1

A line graph shows U.S. top income tax bracket and top marginal rate falling from 1945 to 2025, with steep drops in the 1960s and gradual declines after, sourced from Roosevelt Institute.

1932–1963: FDR’s Higher Rates Endure

On the back of a growing deficit wrought by a recession, President Herbert Hoover imposed the largest peacetime tax increase in American history with the Revenue Act of 1932. It more than doubled estate taxes and raised corporate tax rates, and brought individual income tax rates near wartime levels. That year the US tax code once again had over 50 tax brackets, now with a top rate of 63 percent applicable to incomes over $1 million ($23.6 million).

The next president would go further. At first, President Franklin D. Roosevelt hesitated to raise taxes beyond what Hoover did, but by 1934 he changed his tune, arguing that the tax code had “done little to prevent an unjust concentration of wealth and economic power.” To help fund stimulative New Deal programs, Roosevelt signed the Revenue Act of 1935, bringing the tax code back to World War I levels. The top rate shot up to 79 percent, applicable to the select few with incomes over $5 million ($117.3 million). Several years later, with a crisis on his hands, Roosevelt felt the need to raise rates even higher: During World War II, the top rate climbed to 94 percent. Even when the war ended, the era of high top rates was durable, unlike in the post–World War I Mellon years. Rates didn’t fall back to Mellon levels for almost 40 years.

Through 1963, the top tax rate remained at least 91 percent for incomes over $200,000 ($2.1 million). Presidents Harry S. Truman and Dwight D. Eisenhower fought to keep rates and revenues high in order to “combat inflation, repay the war debt, balance the budget, and cover the cost of Cold War conflicts,” according to researcher Tracey M. Roberts.

But in time, more policymakers began to see the income tax as a macroeconomic tool to spur growth rather than just a fiscal tool to balance budgets. Along those lines President John F. Kennedy pushed for tax cuts, only to see his efforts thwarted by congressional Democrats. After Kennedy’s assassination, President Lyndon B. Johnson was able to shepherd tax cuts through Congress, bringing the top rate down to 77 percent in 1964 and then 70 percent the year after. This individual income tax regime continued with only moderate changes through the Carter administration.

1981–2026: Reagan’s Tax Policy Becomes the New Norm

However, a period of stagflation mired the economy and set the stage for a new era of tax policy and politics. Until 1985, tax brackets were not indexed to inflation, so taxpayers suffered from “bracket creep.” For example, $100,000 in 1981 was equivalent to just $35,698 in 1966, though that income was taxed at 59 percent at the margin in 1981 and 42 percent in 1966. More and more taxpayers found themselves in the top bracket, and not because of higher real incomes. This helped lay the groundwork for President Ronald Reagan’s fundamental changes to the federal income tax, which ushered in a new and lasting era of tax policy in America.

This era began with the Economic Recovery Tax Act of 1981, which reduced the highest marginal tax rate from 70 percent to 50 percent. Later, while removing deductions to simplify the tax code and broaden the tax base, Reagan brought the top bracket down to incomes of $41,500 ($146,941). President Reagan then took a second, larger step through the Tax Reform Act of 1986: Due to this law, by 1990 there were just two tax brackets and a top rate of 28 percent applicable to incomes over $19,450 ($47,925), about 35 percent above median personal income that year.

The Reagan tax cuts marked a stark departure from much of the 20th century and changed the field of play for tax debates. Since the early 1990s, we have had a narrow range of tax rates (35 to 39.6 percent) and a small number of tax brackets (5 to 7). This paradigm has been remarkably entrenched, even as the range of fiscal and macroeconomic events has expanded dramatically: America’s debt as a percent of GDP has more than doubled since the 1990s, the country spent nearly 9 years in a war in Iraq and almost 20 in Afghanistan, and the economy faced the worst recession since the Great Depression.

Pushing incomes at the extremes of the spectrum into the same brackets as incomes closer to the center of the distribution is normal now, but a historical anomaly. In 2023, a single filer earning just over $550,000 a year in taxable income faced the same marginal tax rate as the 1,531 filers earning $78.6 million or more in adjusted gross income annually—despite making only 0.7 percent of their income. Contrast that to every year before 1967, when the top rate consistently kicked in at incomes at least over $1 million in today’s dollars, with some brackets so high that today’s top 0.001 percent of earners would not reach them. Inflation-driven bracket creep instigated the reforms that have now led to an era of bracket compression.

II. Why the US Needs More Progressive Income Tax Brackets

Throughout the course of American history, there have been ample economic, fiscal, and political reasons to adjust the individual income tax—like wars, recessions, and inflation, to name a few. Of course, these drastically different macroeconomic and geopolitical reasons are a powerful reminder that precedent should not determine policy today. But precedent is still useful context. Today, there are three main reasons that we should bring policy closer to historical norms and reintroduce more progressivity into the individual income tax.

Income Inequality

A primary reason to introduce greater structural flexibility into the income tax regime is to enable progressive taxation at a time of rampant, growing income inequality. From 1979 to 2022, the lowest quintile of earners saw their average income—before taxes and transfers—grow 44 percent, or at a tepid annual rate of 0.9 percent. It was a similar story for the middle three quintiles—47 percent growth. The top quintile, though, saw 138 percent growth. The very top 0.01 percent saw 537 percent growth.

Some progressivity is already enshrined in the tax code, supporting those in the middle and bottom of the income distribution. The middle three quintiles of earners saw their post-tax-and-transfer average incomes rise by 65 percent. With redistributive programs like the Child Tax Credit, the Earned Income Tax Credit, and the Supplemental Nutritional Assistance Program, the bottom quintile saw its average incomes rise by 100 percent—more than double its pre-tax-and-transfer rate.

However, the highest earners still came out on top over these years. That’s because the progressive elements of the tax code were overpowered by pre-tax-and-transfer income inequality, the drop in tax rates at high incomes, and the reshaping of the tax code to erase distinctions at the highest of high incomes. The highest quintile saw their post-tax-and-transfer income grow by 144 percent. For those in the top 0.01 percent, the decline in tax rates contributed to 628 percent growth in post-tax-and-transfer incomes.

Figure 2

Bar chart showing income growth by group from 1979–2022. Top 0.01% had highest growth; bottom quintile and middle quintile had lowest. Pre-tax & transfer growth (purple) is higher than post-tax & transfer (green) for all groups.

Growing income inequality—coupled with wealth inequality—has significant consequences for the macroeconomy and for society. Rising levels of income inequality can constrain future economic growth. One study finds that the rise in income inequality from 1979 through 2018 reduced growth in aggregate demand by about 1.5 percent of GDP, because economy-wide spending drops when lower-income households have less to spend. Multiple scholars have found that income inequality causes democratic backsliding, as leaders stoke partisan polarization and the richest citizens have an outsize voice and influence in politics. Weakened campaign finance regulations have supercharged this dynamic.

Vertical Inequity

A second reason to consider more tax brackets and more progressivity relates to a very narrow slice of income inequality: There’s significant and growing income inequality even within the 1.1 million tax filers who were in the top tax bracket in 2023. From 1979 to 2022, the post-tax-and-transfer income for the very top 0.01 percent of American households grew 628 percent. That topped the rest of those in the top 0.1 percent, whose income grew 492 percent, which, in turn, dwarfed the rest of the top 1 percent, whose income grew 230 percent.

Historically, America’s tax code had more vertical equity: People with greater means faced higher tax burdens, even at the very top. The uber-rich paid a higher rate than the very rich, who paid a higher rate than the rich. For example, in 1918 there were 56 tax brackets, with the top rate of 77 percent applying to the small fraction of earners making about $21.5 million in today’s dollars. Then, the top marginal rate ranged from 60 percent to 77 percent for those making over $2 million in today’s dollars.

Today, the top rate is only 37 percent and applies to a much larger group. In that way, the income tax treats the last dollar earned by many surgeons and small business owners the same as that of Fortune 500 CEOs. (In fact, surgeons are usually taxed more than CEOs because surgery is labor and the tax code gives preferential treatment to capital income.) We can look at tax data from 2023 to parse this out: The top 1 percent of individual returns (about 1.5 million) all reported over $675,602 in income.2 The top 0.1 percent of filers made at least $3.1 million, the top 0.01 percent (about 15,000) made at least $16.0 million, and the top 0.001 percent all made at least $78.6 million. Yet these 1.5 million filers were nearly all in the same tax bracket. What’s more, looking at the average tax rate actually paid, in most cases the higher the income reported, the lower the average tax rate on that income. For instance, the top 1 percent of filers paid an average of 26.27 percent in taxes, while the top 0.001 percent paid 23.61 percent.

Table 1: 2023 Income Taxes for the Top 1%

Income GroupIncome FloorNumber of FilersAverage Tax Rate
Top 1%$675,6021,530,76426.27%
Top 0.1%$3,100,950153,07626.65%
Top 0.01%$16,086,17415,30825.24%
Top 0.001%$78,617,9331,53123.61%
Source: IRS SOI Stats, Table 4.1

Rising Debt Burden

Lastly, more brackets will give policymakers more flexibility to tweak the tax code to adapt to different policy needs over time. And right now, more brackets with more progressivity can increase tax revenues at a time when our country’s fiscal situation demands it—in no small part because we’ve run up a tab to finance tax cuts for the wealthy.

One warning sign that our fiscal situation is nearing a crisis point is the cost of servicing our debt. As inflation spiked during and after the COVID-19 pandemic and remains above the Federal Reserve’s target 2 percent rate, interest rates remain far above the near-zero lows of the previous 14 years after the 2008 financial crisis. It remains to be seen whether today’s rise is transitory or the start of a new equilibrium, but, regardless, Treasury debt issued today will cost the government more in payments to bondholders. With the debt level growing, the Congressional Budget Office (CBO) already forecasts that the net interest payments on our debt will double over the next 10 years—going from $1.0 trillion in 2025 to $2.1 trillion in 2036. In other words, net interest payments will amount to 4.6 percent of GDP in 2036, more than twice the 2.1 percent average of the prior 50 years. These payments will add up to more than the entire budget deficit of each year in our history, bar fiscal years 2020 and 2021 during the pandemic. Net interest payments will only continue to grow if interest rates stay at today’s levels. And as real interest rates approach or exceed the rate at which our economy grows, we cannot simply “grow our way” out of debt—the approach that has been central to past successful major debt reduction programs.

These conditions risk causing a spiral if investors get nervous about the US fiscal situation and demand higher and higher interest rates in order to purchase debt. What would that look like in the economy? The government would have less space to respond to crises as it did during the Great Recession and COVID-19, let alone proactively invest in education, healthcare, defense, or housing. Higher government borrowing could crowd out productive private investment, raising interest costs for families and businesses and slowing economic growth, which would make it even more challenging for the economy to grow its way out of the debt burden. In an especially worrying scenario, investors could lose confidence in the US dollar, sending borrowing costs even higher and eliminating the benefits the American economy enjoys from issuing the world’s main reserve currency.

Another warning sign is the country’s debt-to-GDP ratio, which conveys a country’s ability to pay back its debt by the size of its economy. Economists often use this measure to gauge debt sustainability. A higher ratio raises the likelihood of a fiscal crisis, where bondholders refuse to finance further borrowing because they have lost faith that the federal government is a trustworthy lender. Last year, the CBO projected that by the end of 2025 this ratio would climb up to 99.9 percent, more than double the average of the prior 50 years. While our debt burden is high by international comparisons, the level in itself is not a five-alarm fire. Historic permanent demand for the dollar has enabled America to borrow at cheap rates, with US Treasury debt viewed as one of the safest, most useful, most liquid assets in the world. However,  the runaway projected growth of the debt-to-GDP ratio is cause for alarm.

In the aforementioned projection, the CBO estimated that the debt-to-GDP ratio would climb to 117 percent by 2034 and 154 percent by 2054. Then President Trump signed the so-called One Big Beautiful Bill Act (OBBBA) into law, which will add $4.2 trillion to the national debt by 2034 and shoot the forecasted debt-to-GDP ratio that year up nine percentage points to 126 percent. The situation may look even bleaker in 30 years, at which point Alan Auerbach and William Gale calculate a ratio of 183 percent while the Yale Budget Lab calculates 194 percent. And both of those estimates assume that Congress does not extend expensive and popular temporary measures of the OBBBA, like the elimination of taxes on tips and overtime and increases in the State and Local Tax (SALT) deduction.

Figure 3

Line graph showing the U.S. debt-to-GDP ratio from 1960 to 2060, with projections from four sources after 2020. The line rises steadily, then diverges into multiple dashed lines from 2020 onward. Roosevelt Institute logo.

Neither the recent spike in interest rates nor the OBBBA started the fire, but they’re both adding fuel now. In fact, we don’t need a verse-length list of reasons to know how we got into this situation. There’s one primary reason for the high debt ratio: tax cuts. And we know what will make the situation even worse going forward: higher interest payments. This means the cost of delaying fiscal reform is higher every year.

In 2001, the debt-to-GDP ratio was 31.5 percent after falling from 48 percent over the course of the Clinton presidency, which delivered higher top-end marginal tax rates, a balanced budget, and a fiscal path toward a stable debt-to-GDP ratio. Then America began binging on tax cuts, especially for the wealthy, without paying for them—relying instead on deficit financing to continue to pay for spending commitments as the “war on terror” consumed the peace dividend these tax cuts assumed. While the top tax rate on individual income only changed by a few percentage points, the richest Americans benefited immensely from lower rates across tax brackets and other tax cuts, including to capital gains, corporate rates, and more. And these tax cuts became more expensive as income inequality rose in tandem. The Bush and Trump tax cuts added $10 trillion to the national debt and accounted for 57 percent of the rise in the debt-to-GDP ratio. If you strip out onetime fiscal stimulus spending related to COVID-19 and the Great Recession, that number climbs even higher, to 90 percent.

The OBBBA continues this pattern, but with higher interest rates; it is much more irresponsible than the earlier poor policy choices it’s easily lumped in with. The positive effects are as illusory as ever, but because of higher interest rates, the rise in debt-servicing costs is much more severe than for the Bush tax cuts or the tax cuts from Trump’s first administration. The federal funds rate—the rate that banks lend to each other overnight and the benchmark interest rate for the US economy—remained below 2 percent for the decade after the 2008 financial crisis. Indeed, until mid-2017, it was below 1 percent. But as the Federal Reserve increased interest rates in response to postpandemic inflation, the federal funds rate climbed to over 5 percent in 2024, and the CBO now projects it will be at or above 3.4 percent through the next decade.

As previously detailed, with an accumulating debt and interest rates climbing from their post-financial-crisis near-zero levels, the amount the government spends just paying interest on the debt is expected to more than double to $2.1 trillion by 2036. For comparison, that is more than all of discretionary spending in 2025, which includes outlays for defense, transportation, education, homeland security, national parks, and more. It approaches spending levels for both Social Security and Medicare. It is more than the federal deficit has ever been in any year outside of the pandemic.

Figure 4

Line graph showing interest payments on federal debt as a share of discretionary spending rising from about 55% in 2025 to about 100% in 2036. Source: Congressional Budget Office. Roosevelt Institute logo.

These repeated tax cuts—coupled with long-forecasted increases in Medicare and Social Security spending driven by an aging population and unexpected increases in interest rates—have put the United States in a precarious fiscal position to pay off its debt, let alone make the needed investments in education, energy, childcare, housing, and healthcare that grow the economy and make debts easier to pay off.

III. Reversing Reaganism: What a 14-Bracket Federal Income Tax Could Look Like

As policymakers consider tax reform, they should prioritize the structural reform of bringing back more tax brackets and using that structure to introduce greater progressivity into the tax code. Beyond the three reasons discussed earlier, returning tax brackets to their historical norm would also align with modern empirical evidence that trickle-down, supply-side tax policy has failed to deliver economic growth or opportunity.

New Tax Bracket Proposals

So what could this new structure look like, and how would it compare to today’s? To start, Table 2 shows the seven tax brackets applicable to income earned in 2025.

Table 2: 2025 Tax Rates

RateSingle FilerJoint Filers
10%$0$0
12%$11,925$23,850
22%$48,475$96,950
24%$103,350$206,700
32%$197,300$394,600
35%$250,525$501,050
37%$626,351$751,600

One way to increase the number of tax brackets is to resurrect a tax structure more aligned with historic norms. To start, we can double the number of tax brackets from 7 to 14. This would hardly be radical; that’s how many brackets existed during the early years of the Reagan administration as well as how many brackets existed in 1916, when President Wilson first began raising rates. It’s only half as many as the US had for most of the postwar boom.

Tax legislation is invariably a negotiation, and as bargaining proceeds, progressivity can easily become an abstraction relative to more concrete asks on total revenue and specific provisions. For an illustrative example of what the top marginal schedule could be with new brackets, we can again look to historic examples. In the early years of the Reagan administration, the top marginal tax rate was 50 percent, and in the decade before, the top marginal tax rate was 70 percent. This approaches what Professors Thomas Piketty, Emmanuel Saez, and Stefanie Stantcheva estimate is the revenue-maximizing top tax rate and follows the policy proposal Rep. Alexandra Ocasio-Cortez (D-NY) floated. Tables 3 and 4 show two cases for how to double from 7 to 14 tax brackets—namely, by introducing more rates at the upper end of the tax schedule.

Table 3: Seven New Brackets with Top Rate of 50%

RateIncome Threshold for Single Filer
38%$900,000
40%$1.4 million
42%$2 million
44%$3 million
46%$4.5 million
48%$6.8 million
50%$10 million

Table 4: Seven New Brackets with Top Rate of 70%

RateIncome Threshold for Single Filer
40%$900,000
43%$1.4 million
46%$2 million
50%$3 million
55%$4.5 million
62%$6.8 million
70%$10 million

Policymakers have a number of trade-offs to consider when setting up additional brackets.

First, we must consider the pace of the rate increases, which corresponds to the number of new brackets. In the 1920s, marginal tax rates went up by a percentage point at each new bracket, which can help minimize economic distortions by avoiding sharp increases. The solution at the time was to introduce dozens more tax brackets. In the schedule in Table 3 we suggest raising marginal rates by 2 percentage points as a realistic solution to achieving higher marginal rates without introducing dramatically more tax brackets than the status quo.

Alternatively, and more aligned with recent tax research, rates can rise quadratically, both mirroring the growing disparities at the top end of the income distribution and following research into optimal tax policy, which suggests that marginal rate schedules should steepen at the top end of the income distribution.

Second, we must consider income thresholds, including both the pace at which they should increase and what the top income tax bracket should be. The last time the United States had 14 brackets, in the early 1980s, the top marginal tax rate was 50 percent and applied to single filers making less than $200,000 in today’s dollars. On the other hand, in the late 1930s the top marginal tax rate was 79 percent and applied to incomes exceeding $100 million in today’s dollars, making the top bracket something to which only a small sliver of the population belonged.

These design decisions should be predicated on prioritizing and balancing policy goals, such as compressing post-tax-and-transfer inequality, maximizing revenue, minimizing economic distortions, or focusing on long-term stability versus shorter-term disruption.

While these policy options focus on the top end of incomes, the flexibility of more tax brackets can be useful across the income distribution. For example, President Joe Biden had pledged not to raise taxes on families making under $400,000—a pledge that covered about 97 percent of households. But as Professor David Kamin notes, “Maintaining and strengthening a progressive fiscal system will likely require raising revenue beyond the top.” In a way, President Trump has done that with tariffs, which raise taxes across the income distribution. But another more targeted, progressive, and efficient way for policymakers to consider taxation at incomes under $400,000 would be to use more brackets. This would give them greater flexibility and could benefit many of the families this pledge reassured.

Refuting Arguments Against Tax Code Change

More brackets don’t add complexity.

On its face, this increase in the number of brackets sounds complex and complicated. Indeed, that’s why in a 1985 address to the nation arguing for greater simplicity in the tax code, President Reagan cited the 14 different tax brackets as a cause of complexity—ironically, the year after TurboTax launched to deal with tax complexity that existing spreadsheets couldn’t manage. And here I am calling to return to 14 brackets. But any argument that more tax brackets would be a leading cause of tax complexity today would be a red herring. Today, figuring out a tax burden just based on tax brackets is the simplest part of filing taxes—it’s arithmetic that anyone can calculate in a minute with a table.

Let’s be clear on what causes tax filing to be complex—the laws on the books, not math.

What has created complexity in the tax system is the growth in tax expenditures, including exclusions, exemptions, deductions, and credits. The main mechanical headache for families isn’t figuring out what they owe using a standard deduction and the income tax rates; it’s sorting through eligibility rules for the SALT deduction, the mortgage interest deduction, the Earned Income Tax Credit, the Child Tax Credit, the Qualified Business Income deduction, the overtime and tips deductions, the senior deduction, the auto loan interest deduction, retirement contribution deductions, Health Savings Account deductions, and dozens and dozens more. Let’s be clear on what causes tax filing to be complex—the laws on the books, not math.

There are ways to avoid income shifting due to higher rates.

For decades, the richest taxpayers have been shifting their income away from ordinary income in order to avoid the top marginal tax rate on ordinary income. For example, from 1980 to 2022, wages and salary accounted for a decreasing share of the income of the top 1 percent, down from 34 percent to 27 percent. Passthrough business income doubled its share, now making up about a quarter of income for the top 1 percent. It is reasonable to assume that a higher top marginal tax rate on individual income would heighten the incentive for the rich to shift even more income toward sources with preferential rates, like capital.

That’s why it would be unwise to pursue higher individual income tax rates in isolation. While not the focus of this piece, addressing the discrepancies between tax rates on different sources of income is a long-standing tax reform issue. For example, a comprehensive tax package could include graduated tax rates on corporate income and capital gains, and closing loopholes and exceptions on other bases of income. Otherwise, we risk higher rates only applying to a narrow subset of people with high salaries, such as professional athletes, instead of all of those with high incomes.

More progressivity doesn’t deter economic growth.

Another common critique of increased progressivity in the tax code is that higher taxes at the top end would lower economic growth. However, in the postwar years there’s been no obvious relationship between top tax rates and economic growth. Most recently, we can look at the 2017 Trump tax cuts: The law did not accelerate GDP growth, consumer spending slowed, and business investment fell (similar results hold for the Bush tax cuts). Still, some argue that higher rates would stifle growth.

One potential reason is that workers, entrepreneurs, and companies would try to leave the country in search of lower-tax jurisdictions. That argument is weakened by empirical findings suggesting that physical tax flight is overstated, and even more so by the fact that US taxes are low relative to peer countries where tax flight might go. Total US taxes accounted for about 26 percent of GDP in 2024, well below the Organisation of Economic Co-operation and Development (OECD) average of 34 percent and below all but 7 of 38 countries. Further, Americans are taxed as US citizens worldwide and could face exit taxes if they renounce citizenship.

Another common argument is that higher rates would disincentivize entrepreneurship and work. But research shows that the elasticity of labor is fairly small and that much of the wealthiest people’s response to tax increases is tax avoidance and income shifting rather than an abandonment of economic participation.

Meanwhile, a more regressive tax code breeds greater post-tax income inequality, which in itself can limit economic growth. On the other hand, with increased tax revenues the government can pay down its debt and invest in things like education, infrastructure, and research funding that would increase productivity and growth—rather than paying interest on tax cuts for the wealthy. As just one example, Federal Reserve Governor Lisa Cook estimates that eliminating gender and racial disparities in access to opportunities in innovation could increase GDP per capita by 0.6 to 4.4 percent. Investing in creating more opportunities for these underrepresented groups could pay big dividends for national growth.

The number of [tax] brackets is not the cause of complexity; instead, it is the slew of deductions, credits, and their corresponding eligibility requirements that makes the tax filing process a labyrinth. Indeed, changing the number of brackets we have might be one of the simplest reforms there is.

IV. Conclusion: More Tax Brackets Would Give Policymakers More Flexibility

Most tax policy proposals rightly focus on numbers: rates, revenues, credits, deductions. These are all important parameters to consider. Yet they only make tweaks around the edges of the existing individual income tax system. Given the competing goals of tax policy, policymakers should consider what broader structural changes in the tax code are suited for our current and future fiscal and economic conditions.

Increasing the number of tax brackets is a structural change that would give policymakers the flexibility to accomplish a number of goals, including those mentioned in this brief. And in addition to aiding policymakers, such flexibility would not frustrate taxpayers. The number of brackets is not the cause of complexity; instead, it is the slew of deductions, credits, and their corresponding eligibility requirements that makes the tax filing process a labyrinth. Indeed, changing the number of brackets we have might be one of the simplest reforms there is.

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A Typography Geek Pointed Out Something About The Space Shuttle Discovery And Now I Can’t Unsee It

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Even though I was born in the Apollo Era, barely, the spacecraft that I think had the most influence on my childhood had to be the Space Shuttles. I remember poring over diagrams and drawings of the shuttles in National Geographic foldouts, where they even took my attention from the Forbidden Nipples seen on some of the other pages. I remember watching that first launch of the shuttle Colombia in 1981, I remember the tragedy of the Challenger in 1986, and I remember covering the process of moving the orbiter Endeavour through the streets of Los Angeles to its eventual home at the California Science Center. And more recently, I’ve taken my kid to see the orbiter Discovery at the Udvar-Hazy Center just outside of Washington, DC.

It’s that orbiter that I want to talk about specifically, because I saw a social media post about the orbiter Discovery that grabbed my attention and held it with the sort of fierce grip I imagine Miss Piggy employs on Kermit’s impossibly thin limbs when they’re alone.

That post was on Threads, and I just figured out how to embed a post from that site, so here, you can see it for yourself:

 

View on Threads

 

Wait, what? Discovery has an upside-down ‘s’ in its name? How the hell did that happen? Discovery was usually considered, by astronauts and NASA people, the jewel in the Space Shuttle crown. It was recognized to be the most reliable and best-performing of all the orbiters, and had the most missions and time in space. Since it was first launched in 1984, Discovery completed 39 missions, spent in total a full year in space, and traveled 150 million miles.

The thing flew for 27 years, and somehow nobody noticed that the ‘s’ was upside down on the starboard side name text?

I mean, I guess I should be more understanding; I’ve seen it several times and never noticed, and it wasn’t until just tonight that I looked back at some old photos I took of Discovery the last time I was there and saw, holy crap, the dude on Threads was right. That ‘s’ is rotated 180°.

Cs Discovery S Full
Image: Jason Torchinsky

Now, the typography on the shuttle orbiters follows NASA’s carefully-planned and strictly-enforced graphic and typographic guidelines, which state that the typography used on the spacecraft should be Helvetica Medium:

Cs Nasa Shuttle Typogaraphyguide
Image: NASA

Okay, let’s take a look at the typography on the orbiter:

Cs Discovery S Comp1
Image: Jason Torchinsky

(the ‘r’ on the font I used there feels a bit different, too, but this gets the point across and I have to get on a flight in a few hours so I’m gonna let that slide)

It’s a subtle difference, but as you can see, the starboard side’s name definitely has that flipped ‘s.’ It’s subtle, but the Helvetica ‘s’ is slightly wider on the bottom, giving the letter a somewhat more settled appearance. Here, look:

Cs Helvetica S Comp
Image: Jason Torchinsky

You can see the difference there, right? I feel like once it’s pointed out, you can’t help but notice it. The ‘v’ on the port side looks oddly thick, too, now that I’m looking at it.

I’ve been told that the graphics on these orbiters was applied using large stencils and special space-grade paint, and I’m sure the complex curves of the fuselage didn’t make the application of these elements easy. It’s understandable that a letter stencil may have been flipped around, but I am sort of surprised it was never corrected in its 27 years of service life.

Cs Discovery Rear
Image: Jason Torchinsky

All the other graphics and typography are applied with impressive precision; maybe there were people who knew that ‘s’ was wrong, but kind of liked that subtle imperfection, as it does add character to the spacecraft. I get that, absolutely. If I was in charge, I’d have just let it ride, too.

Cs Otto Discovery
Image: Jason Torchinsky

I still can’t believe I’d never clocked this before; as a typographic geek and a space geek who has spent far too much time looking at pictures of spacecraft in books and online, you’d think I’d have encountered this before, but, nope. Or if I did, it didn’t make enough of an impression to consciously note it or remember.

But now that it’s there? I can’t unsee it. And I’m sort of delighted by that.

The post A Typography Geek Pointed Out Something About The Space Shuttle Discovery And Now I Can’t Unsee It appeared first on The Autopian.

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Report: Musk ordered Starlink slowdown in Ukraine, then blamed it on Trump

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A Wall Street Journal report said SpaceX CEO Elon Musk ordered the Starlink throttling that blindsided Ukraine's air assault forces last week, despite Musk's claim that all decisions on the military version of Starlink are made by the US military and President Trump.

Trump denied ordering the restrictions. While Musk may have spoken to Trump and administration officials before the decision, The Wall Street Journal reported yesterday that Musk made the final call. The decision came after both Musk and Trump criticized Ukraine for attacking Russian diesel refineries.

"Elon Musk ordered the slowdown of a military-grade version of Starlink relied on by Ukraine, a decision that sparked panic in Kyiv and confusion inside the Trump administration," the WSJ wrote, citing unnamed US officials and people familiar with the matter. The report said that "Musk capped the speeds at which Ukrainian hardware could stay connected to the satellite-based network... rendering some offensive drones and interceptor drones virtually useless."

Ukraine officials say the restriction affected Starshield, a satellite offering for the military that uses Starlink technology. In this case, "speed" refers to the flight speed of drones.

"The cap, imposed without warning early Thursday, cuts the Internet data connection when a communication terminal moves faster than 160 kph (100 mph), which is common for Ukrainian drones equipped with Starshield, the military version of the Starlink satellite service offered by SpaceX. The restriction forced the drones to fly slower than usual, making it easier for Russian weapons to target or evade them," the Associated Press wrote last week.

Musk and Trump both denied responsibility

The Starlink and Starshield names are often used interchangeably by government officials discussing military use, and Ukraine has been known to use both the Starlink commercial service and the Starshield military variant. But Ukrainian officials have made it clear they are objecting to new restrictions on Starshield.

One WSJ source said Musk spoke to Trump and White House officials before the decision.

"Some US officials say that Musk acted unilaterally and that Trump didn’t specifically order any retribution against Ukraine. But a person familiar with the situation said Musk talked to multiple senior administration officials, including with Trump, before imposing the new speed cap, which Ukrainian officials said had allowed Russian missiles to evade their defenses," the WSJ wrote.

CBS News yesterday said its sources indicated that "Musk held multiple conversations with administration officials leading up to the order" and "wanted clarity on the president's thinking on the matter."

Musk denied making the decision to limit Starshield last week. He wrote on October 14 that, unlike the Starlink commercial service, “Starshield systems are owned and controlled by the US government. Any limits on speed or usage are decided by the US military and ultimately POTUS."

Trump told reporters on October 16, "I didn't do that. No, we didn't do that at all... I heard about it through the news, through the media. We didn't slow it down at all." Trump was asked again on Monday who ordered the slowdown and responded, "I don't know who it was, but I'd like to find out."

Confusion, conflicting reports

A Reuters report on October 15 stated that the "order to limit a satellite system used by Ukraine for battlefield communications and drone operations came from inside the White House, according to two US officials and a Western official briefed on the matter."

Yesterday's WSJ report suggests that after Ukraine complained, officials from SpaceX and the White House coordinated on messaging in an attempt to minimize the backlash. "During the uproar, SpaceX representatives called White House counterparts seeking a unified understanding and subsequent message that the company and Trump administration coordinated ahead of Musk’s directive, the people said," according to the WSJ.

Musk's October 14 post said that any "offensive military action" must rely on Starshield and not the Starlink commercial service. Musk has previously objected to certain US military uses of the Starlink commercial service.

Starlink's dominance of the market for low-Earth orbit satellite broadband, and the technology's usefulness for military operations, has given Musk a unique ability to influence the war in Ukraine. Musk first sent Starlink terminals to Ukraine in February 2022 after the Russian invasion disrupted broadband access.

SpaceX confirmed in 2023 that it had blocked Ukraine from using Starlink with military drones, saying its contract with Ukraine did not allow offensive uses. But in August 2024, SpaceX received a Pentagon contract to expand Ukraine's access to the military-focused Starshield, Bloomberg reported later that year.

The August 2024 deal was apparently the second such contract, and it reportedly allowed Ukraine to connect another 2,500 Starlink terminals to the Starshield network. Ukraine already had 500 terminals connected to Starshield under a previous contract, the Bloomberg report said.

Zelenskyy: Starlink/Starshield still needs to be restored

Despite those previously reported contracts, Secretary of State Marco Rubio told reporters on Saturday that Ukraine uses only Starlink and not Starshield. "I know Ukraine wants access to Starshield. They do not have Starshield now. They've asked for access to it in order to conduct deep strikes inside of Russia," Rubio said.

Ukraine President Volodymyr Zelenskyy said Ukraine uses Starshield and that the new restrictions have not been completely lifted. He wrote in an X post on Monday that the limits affect "units using Starlink/Starshield services. Unfortunately, we have established that the equipment stops functioning at speeds of 130–161 kilometers per hour in various sectors of the front."

Zelenskyy's office said in a press release yesterday that Zelenskyy spoke with Rubio on the phone to discuss several topics, including "the situation with Starlink/Starshield, which needs to be restored."

Rubio told reporters today that "the president has nothing to do with the decisions that are made by Starlink and Starshield and by Mr. Musk. That’s a private company. The president doesn’t run that company and can’t direct that company to do anything." Rubio said the administration had "no foreknowledge" of the slowdown.

When contacted by Ars today, the White House press office reiterated Trump's statement but provided no further details. “As President Trump said, we didn’t slow down Starlink at all, and the service is currently operational," the White House said.

We contacted SpaceX and will update this article if it responds.

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LeMadChef
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The Oldest Toy Ever Found Is This ~6,000 Year Old Toy Car

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There’s been a lot of discourse lately about how the undersides of Hot Wheels toy cars have become more simplified over time; as someone with a longstanding and deep-seated interest in the undersides of toy cars, this post got me thinking about toy cars, and checking my stashes of toy cars to scrutinize their bottoms, a phrase that, taken out of context, will likely not look good for me.

As I was looking up older and older toy cars, I soon found myself sliding down a well-greased rabbit hole and found myself at the absolute bottom: the oldest toy car ever found.

Really, it’s not just the oldest toy car ever found, it seems to be the oldest toy of any kind ever found! And it sure as hell seems like a car, even though, you know, it was made thousands and thousands of years before there was anything even remotely like an automobile. Still, look at it:

 

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The “car” is a fired-clay artifact from what is known as the Chalcolithic period, which is also sometimes known as the Copper Age, as this is the era when the first usage of copper had been found. Really, this era is the first time that any metallurgy had been used, as this age was directly preceded by the Neolithic Era, or “new stone age.”

This toy is old. It’s estimated to have been built sometime between 5500 and 3000 BCE, and while that is a huge possible range, it means that it could be between 7,500 and 5,000 years ago, meaning at the newest it would roughly be from the period of the first Egyptian dynasty.

The toy was recovered at Kızıltepe in Türkiye, which would have been part of ancient Mesopotamia. The toy very likely represents some manner of animal-pulled cart of the era, but what really strikes me is just how much it looks like a show rod or dragster from the 1960s, especially in the way the wheels are staggered. Again, look at it:

Cs Oldesttoy Kesfettvgrab
Image: Mardin Museum

It feels like some kind of T-body rat rod, with the narrow-set front wheels, the wider track/wider wheel rear, and what looks like a sort of cab behind a longer hood.

Cs Oldestcar Side
Image: Bizsiziz.com

The illusion holds from the side, too; it feels like a car with a long hood, big wheels, and a short-ish cab. If I were to try and make it look even more like a car, I think I’d do something like this:

Cs Oldesttoy Roddrawing
Drawing: Jason Torchinsky

That’d be a pretty fun show rod, right? I mean, for something based on a 6,000-year-old styling inspiration, I think it works.

Of course, that’s nothing like whatever this was originally supposed to represent. I think those raised sides were likely to represent the walls of a wagon-like cart, and perhaps the “cab” was actually some sort of bench for a driver, holding the reins of an ox or aurochs or some other sort of animal? In my re-imagining of it as an automobile, I suspect I have the orientation backwards.

Were those axles original? I’m amazed at how well this seems to have been preserved, being found in some mound out there, not even in a tomb, like some other ancient wheeled toys and objects have been found. In fact, there have been a number of extremely old wheeled toys found, across cultures, even in cultures like Mesoamerican ones where wheels were not used at larger scale, mostly because of uncooperative terrain and a lack of suitable beasts of burden to pull wheeled vehicles.

Wheels and toys just go together. My kid’s first word was “wheel,” even. Wheels are just fun. For something that has proven so crucial to the technological growth of our species, I feel like this is an important thing to remember.

Top graphic images: Bizsiziz.com; DepositPhotos.com

The post The Oldest Toy Ever Found Is This ~6,000 Year Old Toy Car appeared first on The Autopian.

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