Some
$1.4 trillion in individual income taxes are due to the IRS on April
15. But for many Americans, that’s only the half of it. A new report
from the U.S. Congress’s Joint Committee on Taxation shows that looking
only at income taxes misses most of what we pay to the federal
government each year.
The average American pays an income tax rate of 10.1 percent, the
Joint Committee shows, although that varies quite a bit depending on
income:
Ten percent seems low, doesn't it? The official income tax
rates start at 10 percent and go all the way to 39.6 percent. The Joint
Committee is also accounting for lots of income that never gets taxed,
such as Medicare and Social Security benefits, employer-paid insurance,
and the employer portion of payroll taxes. Also, taxpayers pay the
highest rates, above 28 percent, only on earned income above $200,000 or
so. The IRS takes far less from the first $200,000 earned, especially
after deductions, and from investment income. Finally, as the chart
shows, many poor Americans pay zero taxes and even get money back: About
32 million people benefit from that Earned Income Tax Credit.
Just looking at income taxes can be misleading, however. All salaried
workers also pay a 7.65 percent payroll tax to cover Social Security
and Medicare, and higher earners owe another Medicare tax. Their
employers also must pay the same amount in payroll taxes for each
worker. The government collected $1 trillion from payroll taxes last
year:
Wealthy Americans end up paying taxes at a lower rate than poor and
middle-class Americans, because the government collects Social Security
tax only on annual wages up to $118,500.
On top of individual income and payroll taxes, the federal government
collects $93.4 billion in excise taxes on such things as fuel,
cigarettes, alcohol, and plane tickets. The feds take 7.5 percent of
every airline fare, plus $4, for example; the gas tax is currently 18.4¢
per gallon.
Add up all the categories of taxes paid by individuals—income,
payroll, and excise—and this is what each income group will end up
paying this year, the Joint Committee estimates:
The tax burden rises progressively with income, with the wealthiest
paying a third of their income to the federal government. One exception
to the tax rate's steady rise through the income brackets: Americans who
earn less than $10,000 per year, who don’t get enough from their earned
income tax credits at tax time to make up for the payroll and excise
taxes they pay all year.
Back
when the global recession trashed oil demand and prices, the likes of
BP Plc and Vitol Group found a novel way to profit: They stashed crude
on tankers. With a slump of similar magnitude now, traders are seldom
finding the same opportunities.
Here’s why. What defined both
periods is something the industry calls contango, meaning oil for next
month is cheaper than, say, for April. There were moments in the depths
of the 2008-09 recession when a standard 2 million barrel cargo might
fetch $14 million more for later delivery than it did in the spot
market. That made for an easy trade: Find a ship for less than that. The
same economics have seldom worked this year.
“These
are very different market conditions,” said Paul Horsnell, London-based
head of commodities research at Standard Chartered Plc. “Traders
certainly are not getting much from floating storage plays.”
The
main difference now is what people expect for the future of the oil
market. The financial crisis was seen as a short, sharp shock to oil
demand that wouldn’t endure, according to Eugene Lindell, an analyst at
JBC Energy GmbH, a consultant in Vienna. That meant later prices far
exceeded immediate ones. Now, the most enduring glut in decades leaves traders believing the market’s recovery could be much slower.
Less Potential
That
means the cost of storing would wipe out potential profit from doing
so. In mid-November, the three-month contango was about $2.50 a barrel,
or about $5 million for one of the industry’s biggest cargoes, according
ICE Futures Europe exchange data. It has since diminished, offering
even smaller rewards for holding onto supplies. Keeping such crude on
tankers for the same duration cost about $4.65 a barrel, figures from
E.A. Gibson Shipbrokers Ltd. show. Spot rates for the vessels have
subsequently soared to fresh seven-year highs, making it even less
viable to horde than it was.
The oil curve back then correctly
priced in the idea that demand would recover and that OPEC would curb
supplies to clear a glut, according to Lindell. This time, demand has
kept growing and an oversupply that’s been years in the making is
showing little sign of abating. Meanwhile, the Organization of Petroleum
Exporting Countries is insisting, most recently on Dec. 4, that it
won’t tackle an excess without help from non-members.
Falling Prices
Even
so, it’s possible the incentive to store will expand to the point where
vessels will do so in the first quarter, Lindell said. So-called
“supercontango” levels witnessed in 2008-09 may still be reached as oil
refineries shut for regular maintenance and demand growth slows. This
may drive down spot oil prices to as low as $30 a barrel and widen the
contango in the process, he said. Onshore storage space may also be
exhausted in the period, PIRA Energy Group, a consulting company, said
in a report this week.
Brent
crude, the international benchmark, dropped 2.9 percent to $38.58 a
barrel on the London-based ICE Futures Europe exchange as of 3:57 p.m.
local time. Prices dropped for a sixth day as the International Energy
Agency forecast the global oil glut would last at least until late 2016.
While
there’s still the oversupply of crude this year, meaning ships are
waiting longer to unload than normal, the carriers are doing so because
they have to. Some on-land storage depots are filling up to such an
extent that vessels can’t discharge their cargoes until space has been
cleared, according to shipbrokers and tanker-tracking data compiled by
Bloomberg.
Tankers able to hold more than 100 million barrels
waited for days or weeks at a time off the coasts of crude-consuming
countries in the middle of November, little changed from six months
earlier, according to ship-tracking data. They normally arrive and
depart within 48 hours.
Just as it did during the recession, an
increase in on-land supply has boosted rates for tankers. Very large
crude carriers, each hauling 2 million barrels, earned an average of
$57,766 a day so far this year, according to Clarkson Plc, the world’s
biggest shipbroker. That will be the highest since 2008. When ships have
to wait to unload, it diminishes the number that compete to haul
cargoes, boosting rates.
“Shipowners are the ones who gain here,”
Erik Nikolai Stavseth, a shipping analyst for Arctic Securities ASA in
Oslo, said by phone. “Whether tankers are storing out of necessity or
because traders can turn a profit, the bottom line is that it means
these vessels aren’t competing for cargoes. And that means diminished
fleet supply and better rates.”
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