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Talk:Regressive tax

um..."Regressive tax" anyone?
ok, both the article and this talk page focus a lot on how fixed charges equally applied to all may "appear" regressive in their net effects, but what about an ACTUAL regressive tax, esp on income? e.g. one where a $100k earner pays 30%, say, but a $200k earner only pays 25%? and not after a lot of tortured analysis involving deductions, tax incidence, family budgets, etc. etc., but where the actual BRACKETS are regressive?

THAT is the true meaning of a "regressive tax" - why does the article not even MENTION it?! 66.3.106.3 (talk) 02:03, 26 July 2011 (UTC)

 * The first sentence of the article covers the correct definition, then the rest of it leads into the incorrect definition. A flat tax (e.g., 10% applied consistently to all consumption or all income) is *not* regressive from a strict definition point of view.  This turns the article political.  — Preceding unsigned comment added by 205.166.254.3 (talk) 09:37, 18 October 2011 (UTC)

 * Can you provide a reference for that definition? The number one google hit for regressive tax is this article. The number two google hit states, in the lede, that a uniform tax is regressive.50.147.26.108 (talk) 18:58, 7 January 2014 (UTC)

Poll Tax
“Poll tax” means something very different in British and American English. In the United States, it was a tax that you had to pay to vote.

 * That's not quite correct: see the poll tax article which has a good explanation. Ellsworth 21:35, 18 Dec 2004 (UTC)

How does the author define "rich"? When he says "it is suggested", who or what suggests this? Is this an article to inform or an article to persuade?

Comments
"A regressive tax is a tax which takes a larger percentage of income from people whose income is low"
 * Now we're talking.--Jerryseinfeld 03:00, 8 Jan 2005 (UTC)

Just curious, besides other problems I have with it, doesn't it potentially charge more real money from people with less? For instance if you have a 10% tax for people with 10,000 income and a 9% tax for people with 20,000 income, someone with 19,000 income is going to be paying 1,900 while someone with 20,000 income is going to be paying 1,800. Are there countermeasures in place in most regressive taxes?--Mr Bucket 23:04, 5 September 2006 (UTC)
 * In the example you gave, it is more likely the tax is on income, not people. In that case, the first 10k income would be taxed at 10%, and the next 10k would be taxed at 9%, so someone making less would never pay more real money than someone making more. —Preceding unsigned comment added by 71.201.189.205 (talk) 16:32, 4 May 2009 (UTC)

Okay, a tax classified as regressive charges a larger percentage of income from someone with less money than someone with more money - AND? So, quality-driven, rich guy buys the same, 'Consumer Reports best buy', car as quality-driven, poor guy for $20,000 and they pay the same sales tax. Yes, poor guy pays a greater proportion of his income but also he gets the same product as rich guy. Right? IMO, this is a flat tax. Everybody pays the same amount and gets the same value. Am I being obtuse? Are opponents suggesting progressive sales taxes? If so, how would that work?Ahdee&m (talk) 15:29, 18 April 2010 (UTC)

 * What you describe is a proportional tax, not regressive nor progressive. Sales taxes can be made to have progressive effects.  Many of the exemptions in common sales taxes are intended to decrease the burden on necessities, while they sometimes add excise or sales taxes to higher luxury items.  Essentially, in consumption or income, your adjusting the tax base.  Another method would be a tax rebate (something like the FairTax proposal in the U.S.).   Morphh   (talk) 17:16, 18 April 2010 (UTC)

Social security payroll tax
"only half of that is visible to wage-earners"
 * What does that mean?--Jerryseinfeld 03:01, 8 Jan 2005 (UTC)
 * I believe the author is saying that wage-earners see taxes taken out of their paychecks at half this rate; the employer pays the other half.--fsufezzik 20:04, August 12, 2005 (UTC)

Examples of Regressive Taxes
Why don't you just write that all flat taxes are regressive taxes? Isn't all VAT taxes regressive since the stupid poor person must pay VAT on everything he buys, while the smart rich person can save and invest for the future of our nation?--Jerryseinfeld 03:10, 8 Jan 2005 (UTC)
 * Well, it's not necessarily true that all flat taxes are regressive. In practice, most flat taxes that we see in real life tend to be regressive for the reasons you mention.  But a flat tax on, say, caviar, could be progressive (poor people spend 0% of their income on the tax, but rich people spend some positive percentage).  Any flat tax on a luxury would likely be progressive. And of course a flat income tax would be a proportional tax if there were no exemptions, deductions, tax shelters, etc. (unrealistic, but we're talking theory here) --fsufezzik 20:10, August 12, 2005 (UTC)

Actually, this isn't true. As people wiht larger incomes spend more on consumption as well as investment, VATs are actually progressive although at a declining rate. --jglassman
 * Isn't a "declining rate" the definition of regressive? John Moser (talk) 16:23, 29 August 2019 (UTC)

 * Might be a good idea to include the British Television licence as one of the more esoteric regressive taxes Shermozle 12:46, 12 October 2005 (UTC)

Sales tax is another example of regressive tax, in not just my opinion, since the very nature of being below the poverty line means you have to spend a much higher percentage of your income just to survive. The only reason I didn't modify it myself already is because I sense there would be a bit of a coup over it. There is far too much devisive politic based bickering in economics; is it just me or has it gotten worse in the last half decade?

 * This statement is incorrect. A (retail) sales tax is equivalent to a VAT: both are taxes on consumption, just collected at different points. Neither one, however, is regressive provided that they are uniformly applied. Consumption taxes are time-neutral, and so the amount taxed (or, more precisely, the present value of the amount taxed) is the same whether it is saved today and consumed tomorrow or whether it is consumed today; thus, the poor individual who has low savings and the wealthy individual who has high savings both end up paying taxes on their entire lifetime incomes. See Value-Added Taxation: A Tax Whose Time Has Come?, by Gilbert E. Metcalf, The Journal of Economic Perspectives (1995). In practice, many US state retail sales taxes are not uniformly applied; for example, they tax goods and services at a different rate. When the tax is not uniform, the it may end up being regressive or progressive depending on buying habits. Danculley 19:51, 3 December 2006 (UTC)

I've heard this flat over time fallacy about sales taxes repeatedly on this site, but if the wealthy spent all of their money eventually during their life times then why would there be wills? Why would all five children of Sam Walton (founder of Wal-Mart) have $18 billion each? Because savings can be passed on for generations. The idea that sales taxes are flat over time is a logical fallacy, a persons marginal savings rate increases with income there for virtually all sales taxes are regressive (caviar excluded, but that might be more of an excise tax). Even when food and other essentials are excluded from sales taxes (as in Florida and some other states) the very wealthy still end up saving a much larger proportion of their income, and will thus pay a much smaller proportion of their income in sales taxes. There may be theoretical instances where sales taxes could be progressive but in practice it never happens and the vast majority of sales taxes are regressive. —Preceding unsigned comment added by 68.157.52.240 (talk) 19:46, 9 September 2008 (UTC)

 * It's also notable inflation and productivity gains increase income over time, therefor the proportion of spending represented by old income shrinks over time, and so income spent early is a smaller percent of spending than income saved and spent later. John Moser (talk) 16:34, 29 August 2019 (UTC)

Flat taxes (assuming no exemptions, etc. that could complicate things) are proportional taxes, by definition. According to the Wikipedia article on Proportional tax, "A proportional tax is a tax imposed so that the tax rate is fixed as the amount subject to taxation increases." From Britannica, "A proportional tax is one that imposes the same relative burden on all taxpayers—i.e., where tax liability and income grow in equal proportion." A tax with a fixed rate (such as a sales tax) has a fixed tax rate, regardless of the amount subject to taxation. It is incorrect to say that a fixed-rate tax is regressive. —Preceding unsigned comment added by 71.201.189.205 (talk) 16:53, 4 May 2009 (UTC)

 * Regressive taxes are defined as being less of a proportion of the income of the entity paying the tax as the entity's income increases. Applying a flat-rate tax against something that's not an exactly-equal percent of each taxpayer's income gets you a progressive or regressive tax. John Moser (talk) 16:34, 29 August 2019 (UTC)

The "A tax with a cap, above which no taxes are paid. The United States payroll tax is an example of this." example is in reality an example of a progressive tax. While it is a cap tax it is by no means a regressive tax and is, in fact, a progressive tax in that those who pay in less receive higher returns than those who pay in more. Here's a link to an SSA authored paper that clearly spells that out: http://www.ssa.gov/OACT/NOTES/note2000s/note144.html. Since regressive and progressive taxes are in reality opposites how is it that a progressive tax got included as an example of a regressive tax in this Wiki article in the first place? — Preceding unsigned comment added by 158.147.44.35 (talk) 21:51, 24 April 2013 (UTC)
 * No. Federales (talk) 22:34, 24 April 2013 (UTC)
 * I think you may be confusing the tax, with the program / spending. The tax is regressive, but the spending could be described as progressive and overall, if you tie the revenue to the spending, the program could be described as ultimately progressive.  I believe that debate is on the FICA article, but if you're just looking at the tax itself and disassociate it with the perceived allocation to a particular program (assume general revenue), then it is a regressive tax. Hope that helps.  Morphh   (talk) 19:54, 25 April 2013 (UTC)

When the terms "a regressive tax imposes a greater burden (relative to resources) on the poor than on the rich" and "Regressive taxes tend to reduce the tax incidence of people with higher ability to pay" are used and then applied to the Payroll Tax (Social Security) as an example it is disingenuous at a minimum and borderline dishonest. In reality, Social Security taxes provide less burden to the poor in the form of greater returns at the expense of higher earners. It also true that the Social Security tax incidence actually increases for the more wealthy in the form of partially funding the progressive nature of the program. The contention that the Social Security "tax" is regressive but the Social Security "program" is progressive is illogical. Even if technically the Social Security "tax" is regressive, I do not think it should be used here as an example without pointing out the fact that the Social Security program itself is progressive in nature. As it is currently stated the novice will leave the page believing our Social Security "program" is regressive when in reality the opposite is true. — Preceding unsigned comment added by Prasm (talk • contribs) 19:28, 29 April 2013 (UTC)

 * Guess that depends on if you live to collect and how long you live. This article is not about a government program. It is just trying to describe the structure of a tax, which is the collection of revenue.  For the purposes of this article, we're just describing the fact that an income tax with a cap on it is regressive and the payroll tax is an example of that type of tax.  We don't even mention social security.  I did however include a short bit on spending, not sure it's wise and others can comment, but I figured I'd take a stab at it.  Morphh   (talk) 20:06, 29 April 2013 (UTC)

 * It doesn't; it's simply incorrect. The tax is simply regressive because it's applied against the poorest at a greater rate than those with a higher income. The program is also cited as progressive because it pays out a higher percent of income to the poorer worker, but the poorer worker still gets a smaller benefit in retirement, which raises all kinds of issues.  Finally, the program taxes over your lifetime, and time-shifts the return:  you pay in for 40 years or so with on benefit, while the wealthy have a large amount of untaxed money (above the cap) to invest and derive additional income (or to spend and derive standard-of-living).  Social Security is really flow-through, and current revenues pay current benefits; this largely means, all together, that the poor and middle-class are paying for themselves, and the rich are exempt. John Moser (talk) 16:34, 29 August 2019 (UTC)

Current tax system in Poland is in fact regressive. 78.10.207.37 (talk) 11:03, 28 April 2023 (UTC)

Taiwan's income tax cited as regressive
Can there be more evidence provided?

" Individual Income Tax

A progressive individual income tax from 6% to 40% exists. Non-resident foreigners who stay in Taiwan for over 90 days must file tax returns. Foreign individuals resident in Taiwan for over 183 days are subject to taxation on all income from Taiwan sources but are not liable for taxes on income earned outside of Taiwan.

Personal exemptions of NT$72,000 are allowed for the taxpayer, spouse and all dependents. For parents or lineal ascendant of the taxpayer who is over 70 years, an additional exemption of NT$108,000 can be taken."

http://www.prctaxman.com.cn/taiwan.htm

fairness
It should mention most important argument for regressive tax, that it is most fair when everyone pays same amount of tax - everyone gets same amount of protection from government.
 * It can also be argued that a regressive tax can be fair in the respect that those on higher incomes are still paying more income tax than those on lower incomes, yet receive nothing more (and indeed, usually less for at, as Government spending often helps poorer individuals more). I.e. a person paying $100,000 in tax from $1,000,000 in income gets nothing more (generally) in services than someone paying $10,000 from $50,000. -Nichlemn 08:19, 9 December 2005 (UTC)

 * I think that it is a fundamental misunderstanding of society to say that the rich benefit the least from government while the poor benefit the most. In fact the rich may receive fewer welfare checks but they receive the bulk of the police protection, the benefit of sedated masses, access to government, goods and services, and so on.  Most theories of society will recognize that if society were to dissolve it is the rich, not the poor, who would lose most, precisely because society benefits them the most.  That concept, I think, underscores the principle behind a progressive tax.  Obviously any attempt to perfectly correlate tax rate with fairness or duty is going to be impossible.  The idea, however, is that it is quite fair for the rich to pay more taxes because the rich benefit the most from society.  [MKS]

 * This contradicts data that I have seen. For example, most of the U.S. budget is social programs, which are primarily a distribution of wealth from the rich to the poor - Medicade, Medicare, Social Security.  Many social programs are dependent on income with lower levels recieving larger benifits.  Lower income are more likely to use public education while higher income more likely to go for private school.  Do you have any sources for your claim?   Morphh   (talk) 11:56, 12 July 2007 (UTC)
 * The government keeps society from collapsing into anarchy (which would destroy the fortunes of the rich), and maintains a system of laws that largely favors the rich. And the distribution of wealth goes in exactly the opposite direction that you claim it does. 24.214.230.66 (talk) 06:27, 16 February 2011 (UTC)

 * The argument being made is effectively that the rich benefit from individuals not stealing. Those saying they get the benefit from the society is implying that if there was no law enforcement theft would essentially hit the rich. Those saying the protection is equal are saying that there is a social agreement not to steal regardless of whether the government enforces laws. Thus the benefit of keeping your goods is not bought by your taxes. It is effectively based on what you believe about human behavior in a society with no government. No one knows the answer because we have never really tried to fully remove government from a modern society to see what happens. Individuals will simply pick a side based on their personal convictions. 41.132.23.2 (talk) 08:56, 9 October 2013 (UTC)jb5855

npov
It is natural to expect that some of those individuals and organizations which benefit most directly(...)
 * I don't think it is npov. Can i write in progressive tax:
 * It is natural to expect that some of those individuals and organizations which benefit most directly and most tangibly from a progressive tax (namely poor individuals), will advocate such a tax regardless of the notion of equalness. Therefore it is suggested by detractors that progressive taxes are the darlings of the poor and of special interest groups. There are indeed numerous lobbies and political groups devoted to progressive taxes.

 * Agreed. It is somewhat hypocritical to claim that regressive taxes are "greedy", given than progressive taxes may be equally greedy, just by different people. -Nichlemn 08:16, 9 December 2005 (UTC)

 * The cornerstone of the "rationally" self interested economics community is that the poor are not actually disadvantaged or poor but are only labeled that way because they don't have as much money as everyone else, rather than they don't have enough money to cover the most basic costs of living. To call progressive taxes, a desire to remove regressive taxes or luxury taxes an expression of equitable greed, in regard to progressive taxes, is to employ a perspective with a very skewed definition of the word. A poor man struggles to put food on the table, while a wealthy man struggles to keep higher margins of expense versus income.

 * Buying a ferrari is not equatable to buying food or buying a tank a gas for a 1985 toyota tercel.

 * An intellectually honest economist knows the difference between greed and necessity by nature of understanding the simple concept of diminishing returns in regard to the relative value of money between those with money and those without money. [CWK]

claim that supply-side economics advocates regressive taxes
From Peter Johnson (00:28, 13 November 2005 (UTC)):
 * The claim that supply-side economics advocates regressive taxes is not substantiated in the article, no references are provided, and according to my readings (such as of the late supply-side writer Jude Wanniski), supply-siders only ever advocated making marginal tax rates less progressive, rather than fighting for actually regressive tax brackets.

 * I'm not sure the advocacy section is fixable. I think it needs to be removed entirely unless someone can come up with at least one sourced instance of a proponent of supply-side economics advocating a regressive tax structure. Under Reagan, for example, the tax structure was not made regressive. It was made less progressive -- a crucial distinction. --Bziobnic 16:18, 15 November 2005 (UTC)

 * I agree with the two comments above - it's too contentious a claim to make without any supporting evidence. --Aviso 21:18, 27 January 2006 (UTC)

Ahhh
I just spend over an hour working on this article too lose all the dang changes... Ahhhh! I knew I should have saved in steps. Morphh (talk) 04:49, 8 December 2006 (UTC)
 * Well, I got a little bit done... Sorry to vent on the talk. :-) Getting some sleep.  Zzzz  Morphh (talk) 05:07, 8 December 2006 (UTC)
 * Ok - finished cleaning up the article, added some NPOV balance, and I removed the tag. We are now in need of some serious reference work to bring this article up to par.  I added a citation needed tag to the talk page to focus attention on correcting this aspect.  Morphh (talk) 23:02, 9 December 2006 (UTC)

Rearrangement on the Folsom argument
Dear editors: I have clarified the article to show that the critique by Dr. Burton Folsom about regressive taxation is indeed his own critique. I know of no other scholar who has ever made the argument that the 1894 income tax statute was declared unconstitutional in Pollock on the ground that the tax was progressive. The tax certainly may have been progressive -- but the decision (or rather, the decisions) in Pollock had absolutely nothing to do with that, as far as I can tell. Not only that, I believe the topic of progressivity is not even mentioned by the Court in the two Pollock decisions.

I therefore modified the article to show that the statement is actually a quote of Dr. Folsom, and I added clarifying language to the effect that the "progressivity" issue was not even mentioned by the Court. Yours, Famspear 19:25, 8 March 2007 (UTC)

Social Security Tax based on Income?
In the Advocacy section the article states that Social Security tax is tied to income when discussing the overall tax burden on individuals in the highest tax bracket. Social Security tax is capped after the earner reaches a certain level (For 2007 its $97,600, I think) that is well below the level at which the highest tax bracket kicks it. This section is misleading or wrong depending on your reading of it. —The preceding unsigned comment was added by 84.11.113.36 (talk) 09:15, 26 April 2007 (UTC).
 * I've tried to address this by reordering and rewording some things. Morphh   (talk) 14:48, 26 April 2007 (UTC)
 * The statement does not say that it applies to all income of the highest tax bracket. The tax bracket is used as a reference on how much someone could pay in income taxes and then goes on to state other taxes.  35% Fed, ?% state, 15% FICA (employee and employeer)...  Morphh   (talk) 17:33, 26 April 2007 (UTC)

For 2007, the Social Security wage base appears to be $97,500 (not $97,600). Anyway, I have updated the article on this. Yours, Famspear 17:48, 26 April 2007 (UTC)

Added "see also"
The amount of progressivity and regressivity of a tax can be expressed by different metrics. One of them in widespread use is the Suits index. I've added the suits index to the "see also" section. Minnesota appears to make regular reports of the suits index for their tax system. Interested parties are invited to expand this new article.--Perkinsms 13:02, 18 May 2007 (UTC)

Where is the criticism?
All I can get out of this article is constant advocacy for regressive taxes or at least a slam on progressive ones. Where is the argument against regressive taxes and for progressive ones? Saying that progressive taxes "aren't what our founders wanted" is blatant propaganda for the point, considering there is an amendment on the subject. What our founders wanted, ostensibly, was democracy. That's what the amendment represents. To suggest that the results of this process ran afoul of the founders' desires is both meaningless and misleading.

Perhaps someone can add to this article some comments on social justice, arguments for progressive taxation based on social contract theory, or something similar.

Also of note: Regressive is the opposite of progressive taxation but there's also taxation that is neither progressive nor regressive. Why do most of the arguements look like they are anti-progressive tax arguements rather than pro-regressive tax arguements? ASG82 (talk) 20:31, 2 April 2008 (UTC)

 * Jefferson advocated that property taxes should increase geometrically as people are richer. He didn't envision income taxes and I disagree with property tax for a great many reasons (income tax was considered impossible to implement, too, until someone came up with payroll withholding). In any case, we can infer that a progressive income tax is not counter-indicated in preference for a regressive tax of any sort by Jefferson. John Moser (talk) 16:37, 29 August 2019 (UTC)

Why are Regressive Tax and Progressive tax not combined?
I don't get why Regressive tax and Progressive tax get separate pages.

Unless there is one page, which begins with definitions and metrics, both pages our not NPOV, IMHO.

There is also a paucity of citations. 70.22.67.251 (talk) 22:21, 12 February 2008 (UTC)

 * I guess it was thought that both have enough content on their own to justify it. A suggestion could be made to combine regressive, progressive, and proportional into one article.  As far as NPOV, such content should be able to balance regardless of the article separation.  We're likely to get into duplication of arguments though.  We discussed it here at one point.  I don't think I would object to a merge but I'd have to reread the articles and think about how they should be expanded.   Morphh   (talk) 14:14, 14 February 2008 (UTC)

Problem with the example
There is a problem with the Jane/John Doe example in the introduction. Although it talks about income throughout, the example doesn't actually specify either John or Jane's income. Instead it specifies their wealth. While it may be that the Jane with her higher wealth also has a higher income, we have no way of knowing from the description. It might just as likely be that John has a high income but spends it all whereas Jane has a low income but saves as much as possible. Thus Jane's relatively high wealth. In light of this it becomes apparent that the percentages quoted have just been plucked out of the air. -- Derek Ross | Talk 05:34, 14 February 2008 (UTC)

 * Excellent point. We'll have to look at correcting this.  I see you made some changes and then reverted yourself.  Feel free to correct the example and expand upon it with a wealth situation, particularly since income is surprisingly poorly correlated with expenditure.  Annual income is not an especially accurate measure of one's ability to pay.   Morphh   (talk) 14:05, 14 February 2008 (UTC)

Clear definition
Here is the first line of this article. It seems poorly worded and confusing.

A regressive tax is a tax imposed so that the effective tax rate decreases as the amount to which the rate is applied increases.  —Preceding unsigned comment added by 67.42.220.203 (talk) 21:12, 21 February 2008 (UTC)

 * We're working on a new definition, which is currently presented in the progressive tax article. I was waiting for any comments before applying it to this article.  We're also considering a merger of the three articles, which would correct this as well.   Morphh   (talk) 21:30, 21 February 2008 (UTC)
 * I would prefer to keep the pages separate. I don't see any merge discussion though so I guess this idea is out?  Cazort (talk) 23:33, 9 April 2009 (UTC)

Why I deleted the section on "Advocacy"
It was a bold move of me to entirely delete the section on advocacy. The reason is that the material there pertained exclusively to opponents of progressive taxation, which is not the same thing as advocacy on behalf of regressive taxation. If people can find sources that specifically discuss advocacy of regressive taxes and want to incorporate material into the page, please do so. I don't really know where to find such sources. Cazort (talk) 00:43, 7 February 2009 (UTC)

 * The changes look fine to me, though I did a bit more cutting (listed as IP as Wikipedia logged me out a minute before I submitted). I removed the U.S. listing as we've seen on other articles... it becomes a country listing and troll ground for criticism / advocacy.  It's better to wrap it into the examples in some limited capacity to express the ideas.  The particulars of a country's progressive or regressive tax system should be addressed on the tax articles specific to that country or the tax.  So this article should just list sourced examples in a global context and not dive too deep into country specifics.   Morphh   (talk) 15:01, 07 February 2009 (UTC)
 * I agree with you. I think your idea of removing the U.S. section and focus and keeping it more general is probably a better approach.  Cazort (talk) 19:24, 7 February 2009 (UTC)

 * Hmm... well, I don't like it how whenever someone adds a reason for either side, it gets deleted because it makes the article biased. Reminds me of the tale where a chair is cut into pieces to get the legs even. If you can't add balancing reasons to the other side, just tell someone else to, instead of deleting. 24.85.161.72 (talk) 00:55, 24 August 2012 (UTC)

Removed sentence
"It is possible for a tax to be regressive but result in a progressive effect, and vice versa — as the poor tend to gamble more than the rich, a progressive tax on lotteries could be regressive in its effect; as the rich tend to own more debt instruments than the poor, a regressive tax could have progressive overall effects."

I'm just putting this here so it doesn't get lost, if someone wants to find the source. I know I've read material that supports the statement, but don't have time at the moment to hunt them down. American payroll taxes are argued to be a regressive tax but have an overall progressive effect. See FICA which provides two sources for this arguement from the Congressional Budget Office. Morphh  (talk) 20:56, 10 April 2009 (UTC) This is a terrible wikipedia entry. Rather than being a disinterested explanation of what a regressive tax is, and what it is not, it is an argument about how regressive taxes are bad for the poor and beneficial for the rich. The arguments in favour of this view, taint the entry by giving a political dimension to ought to be a economic explanation. This position, progressive good, regressive bad, by the way, is a glaring oversimplification. Of note, I look at the references and not one is from a serious academic resource. This is flippant treatment for such an important topic. Here's an idea, quote an online economics textbook, or tax journal, not a dictionary, and save the rich bashing and poor glorification for the election campaign. Ben 16:35, 24 April 2010.

Removed italicized text
I removed the italics in the United States section, specifically the bit "criticized the U.S. tax code as highly regressive." I couldn't see any reason for it to be italicized, and if it the italic text markup was supposed to be quotation marks, it isn't in the cited source. Hopefully I can come back soon and see what I can do about all the missing citations and the somewhat awkward treatment of the subject here. Cheers, Archaeo (talk) 10:29, 19 September 2010 (UTC)

The last paragraph of the article states that the official US government opinion is that the US has a progressive tax system. However, the next section, ie Buffet, says it isn't in actual practice. Any "reliable" sources about who is truthful just to complete the circle. I came to this article because of a current issue in Vermont. We, our legislature, are contemplating a tax on sugar, which of course will eventually morph into a tax on all food. 12 other states tax food - VT is preparing to join the hardest nosed taxers of the poor it appears - so much for liberal VT.159.105.81.31 (talk) 18:33, 3 December 2010 (UTC)

Lottery
Lotteries are voluntary. Taxes are mandatory. A lottery is therefore not a type of tax. The sentence saying that, "A lottery is, in effect, a tax," should be changed. 130.91.66.233 (talk) 01:38, 29 March 2011 (UTC)

No one did anything about this. Lotteries clearly aren't taxes. So I'm removing the section that uses lotteries as an example. 72.94.233.61 (talk) 15:09, 13 July 2011 (UTC)

Progressivity of US Federal Tax System
The section
 * According to Congressional Budget Office estimates,[13] the federal tax system is a progressive tax system for earners all but the richest 1% of Americans. According to the study, the lowest earning 20% of Americans (24.1 million households earning an average of $15,900 in 2005) paid an effective federal tax rate of 3.9%, when taking into account income tax, social insurance tax, and excise tax. The highest earning 5% (5.8 million households earning an average of $520,200 in 2005) paid an effective federal tax rate of 21.5%. However, the highest earning 1% of Americans (1.1 million households earning an average of $1,558,500 in 2005) paid an "effective" federal tax rate of 21.3%.

is unsubstantiated or is pointing to the wrong reference. The Congressional Budget Office report shows an effective rate on all federal taxes to be 4.3% for the lowest quintile. The top 5% paid an effective rate of 28.9% while the top 1% paid a rate of 31.2%. Someone else please verify I'm not reading the reference source wrong. Thanks. — Preceding unsigned comment added by 24.222.210.165 (talk) 04:56, 10 February 2012 (UTC)

 * Do any of you gents know if these statistics are accounting for double-taxation? By wage, a consumer spends; revenue goes to wage; and the wage-earner is taxed, thus the consumer spending is taxed at that rate.  By profit sharing (dividends), a consumer spends; revenue goes to profits; the profits are taxed; remaining revenue is sent to shareholders; and the shareholders are taxed at capital gains, thus the consumer spending is taxed at CIT, then the remainder is taxed at capital gains.  Often we discuss shareholders as having their "income" taxed at only the capital gains rate, ignoring that profits taken by CIT are not available to pay dividends while profits directed to wages and bonuses are not taxed as CIT.  Logically, the entire pass through business to the direct individual recipient of income must be considered as the tax cycle. John Moser (talk) 16:41, 29 August 2019 (UTC)

Another example of regressive US tax
Shouldn't the mortgage interest deduction be considered an example of regressive taxation? After all, it excludes renters, who are usually poorer than homeowners. — Preceding unsigned comment added by 218.102.187.133 (talk) 04:06, 11 July 2012 (UTC)
 * No - it doesn't exclude renters. The renter doesn't pay tax on the mortgage interest, so it would be a far stretch to suggest not paying tax is regressive.  If you want examine the tax incidence, the owner pays tax, of which some interest is deductible. The base costs is then used to determine a market price for the rental property.  So this deduction is already reflected in the cost to the renter.  What the interest deduction creates is a economic distortion between the real estate market and other consumer markets, not between owners and renters.  Generally taxes on property would fall into the proportional category.  Morphh   (talk) 15:14, 11 July 2012 (UTC)
 * This is why I included a new section in talk on property taxes. It can't go one way. Either the mortgage interest deduction is a regressive tax or property taxes are. If the mortgage interest deduction is taken out of rent, then property tax is added. This article, by the exclusion of both, fails to be complete. --Jdblick (talk) 15:50, 23 December 2018 (UTC)

 * I think the mortgage deduction is a good example of a regressive tax. It is kind of like preferential rates for dividends and capital gains. It is available to everyone, people who are in the 15% tax bracket or less don't have to pay a single penny of tax! So generous of the government except I highly double anyone making $15k/year is getting any dividends or capital gains. The more affluent homeowners are allowed to deduct interest where renters aren't. Furthermore, the IRC allows for a second home deduction as well. There is something inherently inequitable about allowing homeowners to deduct the interest from two homes whereas the renter isn't allowed to deduct even a fraction of rental expenses. — Preceding unsigned comment added by 70.199.227.245 (talk) 00:11, 28 November 2012 (UTC)
 * The mortgage interest deduction is not a tax. It's a subsidy.  Therefore it is outside the scope of this article.  Federales (talk) 02:24, 30 April 2013 (UTC)

Global
I'm thinking we should remove / relocate the entire U.S. section of this article to Progressivity in United States income tax. It doesn't belong in a general article about regressive taxation, except as perhaps specific examples in the Example section. Morphh  (talk) 16:11, 7 February 2013 (UTC)
 * Until this page might be moved toProgressivity in United States income tax, Can I remove the sentence in the first paragraph that says: lower income earners are more affected by the regressive tax.?? the specific part says:, ...a regressive tax imposes a greater burden (relative to resources) on the poor than on the rich —... — Preceding unsigned comment added by 66.81.29.220 (talk) 03:36, 30 March 2013 (UTC)
 * Why, that statement is not specific to the U.S. so it would seem appropriate here. The page is not moving, just the section that was specific to the United States, which is listed Talk:Progressivity_in_United_States_income_tax.   Morphh   (talk) 15:13, 30 March 2013 (UTC)

Inconsistent Definitions
I read this article and found it confusing. I can see that the main definition is heavily referenced, and is most likely correct (a tax imposed in such a manner that the tax rate decreases as the amount subject to taxation increases).

However some of the examples don't match up with that definition, but do with the popular definition. The popular definition is given offhand in the Eco Tax page: a tax with an average tax rate that decreases as the taxpayer's income increases

For example, when purchasing tobacco the "amount subject to taxation" is the purchase price of the tobacco product. As an individual purchases more tobacco, the tax rate on that tobacco remains the same. The argument that tobacco tax is regressive talks about the purchasers income.. but that has nothing to do with whether or not the tax is regressive. From the definition given in this article. A person's income only affects whether a tax is regressive or not in the case of an income tax.

I'm not going to edit the article as it's not my domain.. but this needs to be clarified. Maybe specify in the first paragraph that, whilst the technical definition is about tax rate vs. amount under tax, there is a casual use of "regressive tax" that means "any tax that is paid by poor people more than it is by the rich". Trideceth12 (talk) 04:21, 3 March 2014 (UTC)

 * The lead sentence describes the primary economic definition of a regressive tax, which describes the rate structure. That definition applies to the tax base, but what you're describing is often referred to as a regressive effect of the tax policy, which is described a bit in the second paragraph and directly in the third paragraph of the lead.  It's not an adjustment of the tax rate, but application of the tax base.  The opposite would be a luxury tax, which is often considered progressive.  In both cases, the tax rate itself would be a proportional tax if applied broadly, but the demographics of the tax base can create a progressive or regressive effect.  The effect of a regressive tax is to place a higher tax burden relative to resources onto those with a lower ability-to-pay, which is what is described with tabacco for example.  In these cases, the term is being used to described where the tax incidence falls, rather than the rate structure itself.  So, the tax could accurately be described both ways depending on if you're referring to the structure or the tax as a whole.  Hope that helps explain the inconsistency and I'll try to look at the examples and see where we can clarify the wording.   Morphh   (talk) 16:11, 3 March 2014 (UTC)

Undisputed vs Disputed
The sections titled disputed and undisputed are arbitrary, without explanation, and therefore reduce the neutrality of this article. A discussion on why certain forms are disputed and certain forms are not is in order, as well as arguments from both sides, as long as the examples are classified in this schema. — Preceding unsigned comment added by 96.38.105.21 (talk) 04:43, 13 August 2014 (UTC)

 * Good point, there shouldn't be such a distinction unless it's supported by sources. Darx9url (talk) 14:06, 3 October 2014 (UTC)

Assessment comment
Substituted at 04:06, 30 April 2016 (UTC)

USA
- higher proportion of contribution gets more rights in government.

- flat rates are better. equal rights.

ASG

223.225.144.218 (talk) 18:17, 23 November 2016 (UTC)

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Property taxes
Why are property taxes not included in the article. Renters pay property taxes in their rent. Jdblick (talk) 15:50, 23 December 2018 (UTC)

Misleading statement in summary
"These taxes tend to reduce the tax burden of the people with a higher ability to pay, as they shift the relative burden increasingly to those with a lower ability to pay." A tax cannot "reduce" or "shift". Only a change in tax can do that. Could someone please correct this? — Preceding unsigned comment added by 2A00:23C5:2A92:6F00:B049:E0B0:5C53:DEA (talk) 14:24, 29 May 2019 (UTC)

title: Talk:Regressive tax


text:
Greenville–Spartanburg International Airport

Greenville–Spartanburg International Airport (Roger Milliken Field, ) is near Greer, South Carolina, United States, midway between Greenville and Spartanburg, the major cities of the Upstate region of South Carolina. The airport is the third-busiest airport in South Carolina, after Charleston International Airport, and Myrtle Beach International Airport with over 2.56 million passengers in 2023.

The Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems for 2017–2021 categorized it as a small-hub primary commercial service facility.

History
Before construction of the Greenville–Spartanburg International Airport (GSP), each city had its own airport and competed for airline service. In the mid-1950s Roger Milliken, a textile heir, industrialist, businessman (CEO of Milliken & Company), worked with other Upstate business leaders to get a shared airport for the two cities. In 1958 a proposal for an airport between the two cities was presented to the legislative delegation for the two counties, which approved the construction and the creation of an airport commission, headed by Milliken.

GSP opened on October 15, 1962, replacing Greenville Downtown Airport as the primary airline destination in the region. In the 1980s, GSP expanded its terminal and cargo facilities, and the runway was lengthened twice in the 1990s. In 2004, the airfield was named for Milliken.

Having been served by legacy carriers, with large hubs in nearby Atlanta and Charlotte, GSP had long been plagued with high fares. The arrival of low-cost carriers in recent years has reduced fares and increased passenger figures. Allegiant Air began flights to Florida in 2006, and in 2011 Southwest Airlines began service to five cities.

Local officials attribute Southwest's presence to an unprecedented 38% growth in passenger figures between 2010 and 2011. In 2011 GSP received an ANNIE Award from Airline and Airport News & Analysis for being the fastest-growing small airport in the United States. In 2012 the U.S. Department of Transportation's Bureau of Travel Statistics reported that average fares from GSP decreased by 14%; the largest decrease in the country.

Facilities
The airport covers 3500 acre and has one runway, 4/22, 11,001 x asphalt/concrete.

The airport is mostly in Spartanburg County with a portion in Greenville County. It is in an unincorporated area, adjacent to sections of Greer.

The airport has one terminal building with two concourses: Concourse A (gates A1–A9), and Concourse B (gates B1–B4). The check-in level is the same for all passengers. In 2012 the airport embarked on a four-year, $102 million terminal improvement program which would modernize the terminal and improve passenger flow, as well as prepare for future expansion. Future planning includes several options, i.e., the expansion of the terminal by 300% of its current capacity and the possibility of the addition of second runway, parallel to the existing one.

Concourse A is used by American, Southwest, Silver Airways, Avelo Airlines and United. Allegiant Air and Delta use Concourse B.

The airport can handle up to 250 passengers per hour through immigration and customs checkpoints.

FedEx has a major package facility on the north end of the airport, and BMW has a facility which supports easy transfer of arriving parts to the company's manufacturing facility, three miles to the east.

In July 2016, GSP airport and Senator International of Germany announced that a regularly scheduled twice-weekly cargo service would start in November 2016 between GSP airport and Munich, Germany. The cargo service would be the first scheduled international route for the airport. Senator International started the international cargo service to Germany in November 2016, operated by Air Atlanta Icelandic with a Boeing 747-400F aircraft, to both Munich and Frankfurt–Hahn Airport.

Passenger
GSP is serviced by seven passenger airlines and their regional affiliates. All service is domestic.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


text:
Nephritis

Nephritis is inflammation of the kidneys and may involve the glomeruli, tubules, or interstitial tissue surrounding the glomeruli and tubules. It is one of several different types of nephropathy.

Types

 * Glomerulonephritis is inflammation of the glomeruli. Glomerulonephritis is often implied when using the term "nephritis" without qualification.
 * Interstitial nephritis (or tubulo-interstitial nephritis) is inflammation of the spaces between renal tubules.

Causes
Nephritis can often be caused by infections and toxins, but it is most commonly caused by autoimmune disorders that affect the major organs like kidneys.
 * Pyelonephritis is inflammation that results from a urinary tract infection that reaches the renal pelvis of the kidney.
 * Lupus nephritis is inflammation of the kidney caused by systemic lupus erythematosus (SLE), a disease of the immune system.
 * Athletic nephritis is nephritis resulting from strenuous exercise. Bloody urine after strenuous exercise may also result from march hemoglobinuria, which is caused by trauma to red blood cells, causing their rupture, which leads to the release of hemoglobin into the urine.

Mechanism
Nephritis can produce glomerular injury, by disturbing the glomerular structure with inflammatory cell proliferation. This can lead to reduced glomerular blood flow, leading to reduced urine output (oliguria) and retention of waste products (uremia). As a result, red blood cells may leak out of damaged glomeruli, causing blood to appear in the urine (hematuria).

Low renal blood flow activates the renin–angiotensin–aldosterone system (RAAS), causing fluid retention and mild hypertension. As the kidneys inflame, they begin to excrete needed protein from the affected individual's body into the urine stream. This condition is called proteinuria.

Loss of necessary protein due to nephritis can result in several life-threatening symptoms. The most serious complication of nephritis can occur if there is significant loss of the proteins that keep blood from clotting excessively. Loss of these proteins can result in blood clots, causing sudden stroke.

Diagnosis
The diagnosis depends on the cause of the nephritis, and in the case of lupus nephritis, blood tests, X-rays and an ultrasound can help ascertain if the individual has the condition.

Treatment
Nephritis and nephrosis world map - DALY - WHO2004.svg of nephritis/nephrosis worldwide in 2004.

{{legend|#b3b3b3|no data}} {{legend|#ffff65|less than 40}} {{legend|#fff200|40–120}} {{legend|#ffdc00|120–200}} {{legend|#ffc600|200–280}} {{legend|#ffb000|280–360}} {{legend|#ff9a00|360–440}} {{legend|#ff8400|440–520}} {{legend|#ff6e00|520–600}} {{legend|#ff5800|600–680}} {{legend|#ff4200|680–760}} ]] Treatment (or management) of nephritis depends on what has provoked the inflammation of the kidney(s). In the case of lupus nephritis, hydroxychloroquine could be used.

Prevalence
Nephritis represents the ninth-most-common cause of death among all women in the US (and the fifth leading cause among non-Hispanic black women).

Worldwide, the highest rates of nephritis are 50–55% for African or Asian descent followed by Hispanic at 43% and Caucasian at 17%.

The average age of an individual diagnosed with kidney inflammation (in this case, lupus nephritis) is 28.4 years old.

title: Nephritis


text:
Piedmont Triad International Airport

Piedmont Triad International Airport (commonly referred to locally as "PTI") is an airport located in unincorporated Guilford County, North Carolina, west of Greensboro, serving the Piedmont Triad region of Greensboro, High Point and Winston-Salem as well as the entire Piedmont Triad region in North Carolina, United States. The airport, located just off Bryan Boulevard, sits on a 3,770 acre (1,526 ha) campus and has three runways. It is the third busiest airport in North Carolina, averaging 280 takeoffs and landings each day. PTI is owned and operated by the Piedmont Triad Airport Authority.

This airport is included in the National Plan of Integrated Airport Systems for 2011–2015, which categorized it as a primary commercial service airport since it has over 10,000 passenger boardings (enplanements) per year.

A proposal to rename the airport to "Central North Carolina International Airport" passed in December 2017; the renaming was slated to become effective on January 1, 2018. Due to public objections, however, the name change is on hold.

History
Maynard Field, a predecessor of PTI Airport and one of the first commercial airports in the South, was dedicated on December 6, 1919, just west of Greensboro near Oak Ridge. With its two intersecting runways measuring 1890 ft and 1249 ft, hangar space, and even an early day equivalent of a Fixed-Base Operator that made sure the torches were lit at dusk, Maynard Field was named to honor a young North Carolinian pilot named Lt. Belvin Maynard. By 1922 it had competition to the west with Miller Field in Winston-Salem, and Charles Field, a single airstrip that was used mainly for barnstorming, and for take-off drills and landings for the Charles family.

Piedmont Triad International Airport had its start in 1927 when the Tri-City Airport Commission selected 112 acre near the community of Friendship for an airport, and petitioned to become a stop along the congressionally authorized airmail route from New York to New Orleans. Racing pilot Captain Roscoe Turner referred to the current location of Piedmont Triad International Airport as "the best landing field in the south". Friendship, near Greensboro, was selected over neighboring Winston-Salem, which subsequently refused to contribute funds for airport construction and nullified the Tri-City Airport Authority collaborative effort.

Greensboro and Guilford County jointly purchased the Friendship property from Paul C. and Helen G. Lindley, and named it Lindley Field in May 1927 with 12,000 people in attendance. The field then had no runways, no lights, no hangar, and no passenger station. Charles Lindbergh stopped at Lindley Field with the Spirit of St. Louis on his cross-country tour celebrating the advances of aviation on October 14, 1927. Regular mail service started in 1928.

Pitcairn Aviation, Incorporated, was given the contract to fly the airmail route, the second official airmail route in the United States, and made the first delivery of airmail in North Carolina on May 1, 1928. Sid Malloy, the pilot of the aircraft, landed with two bags of mail and took three bags of mail to be sent to Atlanta. After a brief closure during the Great Depression, the airport reopened on May 17, 1937, with two all-weather runways. In time, Pitcairn Aviation built a hangar; Greensboro built a passenger station; the United States government established a weather bureau; and the Department of Commerce set up a radio tower. Passenger service was inaugurated by Dixie Flying Service on November 6, 1930, with a route to Washington, D.C. Pitcairn Aviation took over the route under its new name Eastern Air Transport, which later became Eastern Air Lines.

In July 1942, responsibility for the airport was given to the Greensboro-High Point Airport Authority, with representatives from Greensboro, High Point, and Guilford County. Shortly thereafter the Army Air Corps requisitioned the airport and its facilities for war use and airmail and passenger service was discontinued. The corps lengthened the runways and built a new passenger terminal. Civilian service resumed after the war, though growth was moderate due to the success of nearby Smith Reynolds Airport in Winston-Salem.

A new passenger terminal opened in 1958, replacing the temporary facility that had served since World War II. The terminal was a modern glass paneled structure with a single pier. PTI was then served by Eastern, Piedmont, and Capital (which merged with United in 1961). The April 1957 Official Airline Guide showed departures each weekday by Eastern (17), Piedmont (9), and Capital (7).

During the 1970s the airport was renamed Greensboro–High Point Airport and then later Greensboro–High Point–Winston-Salem Regional Airport. Work on a new facility began in 1978 and the airport gained a greater prominence on the East Coast, offering passenger service from Delta Air Lines, Piedmont Airlines, United Airlines and Eastern Air Lines. Cargo carriers, including the postal service, textile manufacturers, and Federal Express–a new overnight letter and package delivery service–were shipping tons of freight each year. By 1975, airport officials began to plan for a new terminal. Piedmont Airlines announced its intention to consolidate its operations at Greensboro, but in the months that followed, opened a hub in Charlotte instead.

The new terminal complex was completed in 1982, designed by Reynolds, Smith & Hills and AHM Architects. The following year, the Marriott opened a $16 million, 300-room hotel on the airport property. The facility was renamed Piedmont Triad International Airport in 1987.

TIMCO Aviation Services (now Haeco Americas) opened its world headquarters at PTI in 1990, and grew into one of the world's largest independent aircraft maintenance, repair and overhaul providers. In 1993, Continental Lite, established a hub at PTI, but by 1995 the hub lost its parent company, Continental Airlines $140 million and Continental ceased hub operations at PTI. In 1998 FedEx Corporation announced its intentions to build a mid-Atlantic hub at PTI, one of only five FedEx hubs in the country. In addition to the hub, the project included the construction of a parallel, 9,000-foot runway.

Delta Connection carrier Comair built a maintenance hangar at PTI to perform work on their CRJ's in 2005. The airport also opened an expansion to the North Concourse, which added another 40,000 square feet to the terminal and brought the number of gates to 25. It also opened a 43,000 square-foot expansion to the main terminal to accommodate security gates at the north and south concourse.

FedEx opened its mid-Atlantic Hub at the Airport in 2003, and in 2006, Honda Aircraft Company selected PTI as its global headquarters. Allegiant Air began service to Orlando Sanford International Airport and St. Petersburg–Clearwater International Airport in late May 2007.

The airport completed a new 9,000-foot parallel runway in 2010. In 2011 PTI began a renovation project that included new furnishings, automated baggage handling, free wireless internet, charging stations for passenger devices, and interactive kiosks to guide passengers to ground transportation, lodging, and restaurants.

In July 2017 American Eagle announced non-stop service to Chicago–O'Hare International Airport. In September 2018 Spirit Airlines announced service to Fort Lauderdale, Orlando, and Tampa.

Terminals and facilities
Completed in 1982, the terminal building of Piedmont Triad International Airport currently has 26 passenger gates: 14 on the north concourse, and 12 on the south concourse. A 2006 expansion added another 40000 sqft to the terminal (at a cost of $5 million); a substantial part of this space was used to establish more permanent security checkpoints. Both concourses are the same size, despite the different gate numbers. There are two passenger accessible levels of the terminal. The top includes ticketing, security, boarding, and concession areas. The bottom floor houses baggage claim and ground transportation.

Previously a US Airways Club, American Airlines operated an Admirals Club across from Gate 45 in the south concourse. As of October 15, 2018, the Admirals Club permanently closed.

As of March 30, 2019, the airport averages 246 aircraft operations per day: 37% general aviation, 33% air taxi, 28% scheduled commercial, and 2% military. There are currently 86 aircraft based at this airport: 67 single-engine, 11 multi-engine, and 8 jet.

Among notable planes based at the airport is the DC-8 operated by the international disaster relief organization Samaritan's Purse, one of the last remaining in service; the airport is the home of the organization's main maintenance facility and also houses a Boeing 757.

21 Air and iAero Airways are both headquartered in Greensboro. 21 Air operates daily scheduled cargo services (as DHL Aviation) and iAero Airways maintains a maintenance base on the south side of the airfield.

Fixed-base operators
The following fixed-base operators are based at the Piedmont Triad International Airport:

 * Signature Flight Support
 * Koury Aviation

Future developments

A significant investment is being made into the interstate highway network adjacent to the airport, which will result in easy access from industrial sites around the airport on interstate highways leading north, south, east and west. Major highways such as I-40, I-85 and I-74 are already in place, with connectors under construction and coming on line in the near future.

There are currently nine available sites on the airport campus ready for future development.

As part of the I-73 construction, a taxiway was built to allow approximately 400 acres of property north of Future I-73 to access the airport.

Construction of a new air traffic control tower began in April 2019 and is projected to be commissioned in 2022. This will feature a 180 foot tall tower with a 550 square foot cab for controllers. The base will be 15,650 square feet, and will house the new TRACON facility.

Boom Supersonic has also built a 65-acre Superfactory, where they plan to manufacture their supersonic flagship airplane, the Overture, which will begin commercial operations in 2030, with groundbreaking starting in late 2022 and construction completing in June of 2024. The site will create 1,750 jobs, and 200 internships for the area. The project is projected to grow the state's economy by at least $32.8 billion over the next 20 years. The site will be the final assembly and manufacturing area for the airplane.

Accidents and incidents

 * On February 4, 1962, a USAF Douglas C-47 climbed to 150–200 feet after takeoff and fell to the left, cartwheeled and burned. All seven on board died.
 * On August 2, 1989, Piedmont Airlines Flight 1489, a Boeing 737-400, en route to Charlotte/Douglas International Airport was diverted to Piedmont Triad International Airport on report of landing gear malfunction. Reports indicated a wheel chock was left in the wheel well the night before causing a failure to extend. The plane landed with one gear up.
 * September 26, 1989, Wrangler Aviation (later Tradewinds Airlines and Sky Lease Cargo), a Canadair CL-44, en route to Greensboro from Rafael Hernández Airport (in Aguadilla, Puerto Rico), came within 30 feet of the airport terminal after the first officer failed to follow procedure for a missed approach.
 * December 22, 1996, Airborne Express Flight 827, a Douglas DC-8-63F, departed Greensboro for a test flight and was intended to return to Greensboro. However, while performing a stall test, the crew accidentally caused the aircraft to enter a real stall and used an incorrect recovery technique. The aircraft crashed in Narrows, Virginia. All six people on board were killed.
 * August 8, 2000, Airtran Airways Flight 913, a McDonnell Douglas DC-9 departing from Greensboro reported smoke in the flight deck. The smoke became very dense and restricted the crew's ability to see both the cockpit instruments and the visual references outside the airplane. The cabin crew noticed a smell of smoke, followed by a visual sighting of smoke and sparks in the area of the forward flight attendant jumpseat. The flight crew was able to identify the Greensboro airport and make a successful emergency landing. The airplane was immediately stopped, and an emergency evacuation was conducted on a taxiway.
 * May 8, 2008, N904FX and N905FX, two ATR-42-320s were written off after they suffered substantial damage at Piedmont Triad International Airport when the airport was hit by an EF2 tornado. Both aircraft were parked when they were struck by the tornado; one was blown into a ditch and the other was blown into a fence.

title: Piedmont Triad International Airport


text:
Liphistiidae

The spider family Liphistiidae was first recognized by Tamerlan Thorell in 1869. When narrowly circumscribed, it comprises a single genus Liphistius, native to Southeast Asia;, this was the circumscription accepted by the World Spider Catalog. The family contains the most basal living spiders, belonging to the suborder Mesothelae. The family has also been circumscribed more broadly to include the family Heptathelidae as a subfamily, Heptathelinae, with the narrowly circumscribed Liphistiidae becoming the subfamily Liphistiinae.

Taxonomy
The family Liphistiidae was erected by Tamerlan Thorell in 1869 for the genus Liphistius. Initially, it was the only family placed in the suborder Mesothelae. In 1923, Kyukichi Kishida described a new genus, Heptathela, and suggested creating two tribes within the Liphistiidae corresponding to the genera Liphistius and Heptathela. In 1939, Alexander Petrunkevitch raised the tribe Heptatheleae to a separate family, Heptathelidae, thus restoring the narrower circumscription of the Liphistiidae. In 1985, Robert Raven reunited the two families, a view supported by Breitling in 2022. Other authors have maintained two separate families, a position accepted by the World Spider Catalog.

Liphistius, the sole genus in the narrowly circumscribed family Liphistiidae, is found mainly in Southeast Asia (Laos, Myanmar, Thailand, Malaysia and Sumatra), with a few species found in China. The Heptathelidae are found further north: five genera in northern Vietnam and China and two genera in Japan and offshore islands (Okinawa, Ryukyu Islands).

Phylogeny
Molecular phylogenetic studies have repeatedly shown that the suborder Mesothelae is monophyletic, at least as regards extant (living) species, with the two families forming separate clades:

Genera
, the World Spider Catalog accepted the narrow circumscription of the family Liphistiidae, in which it contains only one genus:
 * Liphistius Schiödte, 1849 — Asia

Description
Members of the Liphistiidae share features with the other Mesothelae family, Heptathelidae. They are medium to large spiders. They have downward pointing, daggerlike chelicerae. Like other members of the suborder Mesothelae, and unlike all other extant spiders, they have a segmented series of plates (tergites) on the upper surface of all segments of the abdomen and their spinnerets are placed in the middle of the underside of the abdomen, rather than at the end. Their sternum (a plate on the underside of the cephalothorax) is narrow, and there is another smaller ventral plate (the sternite) between the fourth pair of legs. The carapace is mostly flat, though it can be slightly elevated near the head. The eyes are distinctly clustered together on a single nodule. The anterior median eyes are small, but the posterior median eyes are large and round. The lateral eyes are long and kidney-shaped. The distal leg segments have strong spines and three claws. The respiratory system consists only of book lungs, which could help explain why they are relatively inactive. Unlike heptathelids, the male palp has a tibial apophysis.

In the past, they were frequently believed to lack venom, but in 2010 it was shown that at least some Liphistius species have venom glands.

Liphistiids are tube-dwelling spiders that construct rudimentary trap-doors. They spend most of their time in their tubes and are rarely seen above ground. They are active at night and live for many years. Unlike members of the family Heptathelidae, Liphistiidae spiders construct signal lines radiating from the entrance to their burrows. Adult males sometimes wander in search for females, but females rarely leave their burrows.

Fossil record
While some Carboniferous fossil spiders have been assigned to Mesothelae, the only fossil to be explicitly placed in the family Liphistiidae is Cretaceothele lata Wunderlich, 2015 from the Cretaceous Burmese amber of Myanmar. The fossil genus was diagnosed as having an eye-field wider than that in living species. It was later placed in its own, monotypic family Cretaceothelidae.

title: Liphistiidae


text:
Detroit Metropolitan Airport

Detroit Metropolitan Wayne County Airport is the primary international airport serving Detroit and its surrounding metropolitan area in Michigan, United States. It is located in the City of Romulus and is Michigan's busiest airport.

The Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems for 2017–2021 categorized it as a large hub primary commercial service facility. The airport covers 4,850 acre.

The airport is a major hub for Delta Air Lines and is also a base for Spirit Airlines. Detroit serves as Delta's main gateway to Asia for the Eastern United States. The airport has service to 30 international destinations and service to 39 states across the United States. Operated by the Wayne County Airport Authority, the airport has six runways, two terminals, and 129 in-service gates. Detroit Metropolitan Airport has maintenance facilities capable of servicing and repairing aircraft as large as the Boeing 747-400.

Metro Airport serves the Metropolitan Detroit area; the Toledo, Ohio, area about 40 mi south; the Ann Arbor area to the west; Windsor, Ontario; and Southwestern Ontario in Canada. The airport serves over 140 destinations and was named the best large U.S. airport in customer satisfaction by J.D. Power & Associates in 2010, 2019, and 2022.

History
Wayne County began to plan an airport in the western townships of the county as early as 1927. The following year, the county board of commissioners issued a $2 million bond to fund the purchase of 1 sqmi of land at the corner of Middlebelt and Wick roads, the northeastern boundary of today's airport. Construction was completed in 1929, and the first landing was on February 22, 1930; Wayne County Airport was dedicated on September 4, 1930. That year, Thompson Aeronautical Corporation, a forerunner of American Airlines, began service from the airport. From 1931 until 1945, the airport hosted Michigan Air National Guard operations gained by the United States Army Air Forces. It was named Romulus Field during the war; it was then all east of Merriman Road and north of Goddard Road. The intersection of the two runways is still visible at 42.23266°N, -83.33564°W.

Wayne County expanded the airport to become Detroit's primary airport. It renamed it Detroit-Wayne Major Airport in 1947, and in the next three years expanded threefold as three more runways were built. In 1949 the airport added runways 3L/21R and 9L/27R, followed by runway 4R/22L in 1950. In 1946-47 most airline traffic moved from the cramped Detroit City Airport (now Coleman A. Young International Airport) northeast of downtown Detroit to Willow Run Airport over 20 mi west of the city, and 10 mi west of Wayne County Airport.

Pan-Am (1954) and BOAC (1956) were the first passenger airlines at Detroit-Wayne Major. In the April 1957 Official Airline Guide they were the only passenger airlines: three Pan Am DC-7Cs each week FRA–LHR–SNN–DTW–ORD and back, and one BOAC DC-7C each week LHR–PIK–YUL–DTW–ORD and back (skipping YUL on the return flight).

Aerial photographs of DTW from 1949 and 1956 show the airport's expansion. In 1958 the Civil Aviation Administration—now the Federal Aviation Administration (FAA)—announced the inclusion of Detroit-Wayne in the first group of American airports to receive new long-range radar equipment, enabling the airport to become the first inland airport in the United States certified for jet airliners. Also, in 1958, airport management completed the Leroy C. Smith (South) Terminal and gave the airport its present name.

American Airlines moved from Willow Run to Detroit-Wayne in October 1958, followed by Northwest, Allegheny, and Delta in the next few months; the other airlines stayed at Willow Run until 1966.

Northwest's flights to Minneapolis were DTW's only nonstops west beyond Chicago and Milwaukee until 1966. The first scheduled jets were Delta DC-8s to Miami in late 1959. The North Terminal (later renamed the James M. Davey Terminal) opened in 1966, which was located on the current site of the Evans Terminal. A third terminal, the Michael Berry International Terminal, opened in 1974. The last of its original three parallel runways (3R/21L) was completed in 1976; a new parallel crosswind runway (9R/27L) opened in 1993.

Republic Airlines began hub operations in 1984, and its merger with Northwest Airlines in 1986 expanded the hub. The Northwest hub operated out of the Davey Terminal throughout the 1980s and 1990s. Transpacific flights began in 1987, with Northwest providing nonstop service to Tokyo–Narita. The last of Metro's six runways (4L/22R) was completed in December 2001 in preparation for the opening of the mile-long, 122-gate, $1.2 billion McNamara Terminal in the airport midfield in 2002. The airport remained a hub for Northwest Airlines until it merged with Delta Air Lines.

The present Runway 3L/21R has had four identifiers. When it opened in 1949, it was Runway 3/21. With the opening of the new west side Runway 3L/21R in 1950, the original 3/21 became 3R/21L. With the opening of the new east side Runway 3R/21L in 1976, it became 3C/21C. With the opening of Runway 4L/22R in December 2001 and the splitting of the field into two sectors (3/21 on the east and 4/22 on the west), Runway 3C/21C became Runway 3L/21R.

In 2009, Detroit Metro Airport launched its first social media efforts with participation in Twitter, Facebook, and YouTube networks.

Detroit was a major hub for Northwest Airlines from 1986 to 2010; Northwest merged with Delta Air Lines, and Detroit became Delta's second-largest hub.

In April 2011 Lufthansa launched a unique curbside check-in and baggage check service for premium customers from DTW's North Terminal to Frankfurt and beyond. Lufthansa became the only airline allowing international customers departing from DTW to check their bags and receive a boarding pass at the curb, while DTW became Lufthansa's first North American gateway with this service.

Detroit's economy plunged in the Great Recession, causing airlines such as British Airways to drop flights to London–Heathrow and other airlines such as KLM Royal Dutch Airlines and Virgin Atlantic to use codeshare flights through Delta Air Lines. The city has lost population, but Detroit Metropolitan Airport has since re-grown, and airlines are looking to expand or resume service. JetBlue Airways began flights to Boston in February 2014. Spirit Airlines has grown at DTW, adding service to more East and West Coast cities. Spirit has increased its market share to over 10%, widening the gap as Metro Airport's second largest carrier.

Royal Jordanian was the first airline to schedule the Boeing 787 Dreamliner into Detroit, on December 1, 2014.

One of Delta Connection carriers, Compass Airlines chose to close its operating base in Detroit to move operations to the new Seattle hub in early 2015. Delta has replaced many of the existing Compass flights with mainline Delta flights to allow SkyWest Airlines and GoJet to open Detroit bases.

Beginning in January 2018 Suburban Mobility Authority for Regional Transportation, or SMART Bus, began providing a direct connection from the airport to the Rosa Parks Transit Center in downtown Detroit via route 261, also known as the Michigan Ave FAST bus, with stations at both the McNamara and Evans terminals.

On June 26, 2015, Spirit Airlines announced the construction of a new maintenance facility, saying it would bring $31.5 million and 82 jobs to the area. Spirit previously had a hangar that closed, forcing the airline to do maintenance at the gate with contract workers. With the new facility, which opened in May 2017, Spirit will retain its operating base at Metro Airport and bring more flights. Spirit was also the first airline to regularly fly the A320neo in the US, the first route was Detroit to Los Angeles as well as add self-tagging luggage kiosks at DTW.

In 2017, WOW Air announced service to Reykjavík on the Airbus A321. This marked the first ever entrance of a modern European low-cost carrier to DTW. In the summer of 2018, Reykjavík went from the 55th most traveled destination to the fifth due to this flight's popularity. Passengers could connect onwards in Reykjavík, boosting travel to European destinations. In March 2019, the airline ceased operations, leaving Metro Airport with no low-cost nonstop to Europe; the airport looked for replacement service to begin in 2020, but due to the COVID pandemic, that effort ceased until 2022, when Icelandair and Delta announced seasonal flights to Reykjavík starting in 2023.

In October 2021, Turkish Airlines announced the intent to serve Detroit. The airline made the decision to serve Detroit "based on market conditions." News reports have indicated a start date of November 15, 2023, for service to Istanbul.

Facilities
DTW has 2 passenger terminals and 4 concourses with a total of 147 gates.

Edward H. McNamara Terminal

The McNamara Terminal, also once known as the Northwest WorldGateway, opened February 24, 2002. Designed by SmithGroup and built by Hunt Construction Group, it replaced the aged Davey Terminal. During development, the terminal was known as the Midfield Terminal. The terminal is used exclusively by Delta (which merged with Northwest) and Delta partners Aeromexico and Air France. This terminal has three concourses, A, B, and C, which house 121 gates with shopping and dining in the center of A concourse (known as the Central Link), as well as throughout the concourses. It houses five Delta Sky Clubs located throughout Concourse A, and 1 located in Concourses B and C. At nearly 1 mi in length, Concourse A in McNamara Terminal is the second-longest airport concourse in the world (the longest is in Terminal 1 of Kansai International Airport in Japan). In addition to moving walkways spaced along the length of each concourse, Concourse A has a people mover, the ExpressTram. It transports passengers between each end of Concourse A in just over three minutes. Trams arrive almost simultaneously at the Terminal Station, in the midpoint of the concourse and depart in opposite directions to the North Station and the South Station, then return. The McNamara Terminal opened a new baggage sorting facility in October 2008, which has improved the screening of baggage through 14 new explosive detection system devices along a fully automated conveyor system. Northwest Airlines said that it reduced the amount of lost baggage, and it improved the timeliness of bags getting to their correct flight.

An AAA Four Star Westin hotel is connected to the A concourse. Additionally, overnight guests at the hotel who are not flying can obtain a pass to enter the concourses to visit shops and restaurants. Called the Airport Access Authorization to Commercial Establishments Beyond the Screen Checkpoint (AAACE), registered guests must be cleared through the same security background check (Secure Flight) and TSA screening process as travelers to access the terminal area. Dallas/Fort Worth International Airport is the only other airport participating in this program.

The A concourse houses 78 gates with 12 gates used for international departures and arrivals processing. The A concourse is intended for all aircraft. At the midpoint of the concourse is a large, laminar flow water feature designed by WET. The concourse contains over 1.5 mi of moving walkways. The A concourse also includes a pet relief area for passengers traveling with pets and service animals. Signage through the terminal is in English, along with Japanese, due to a large number of business travelers from Japan. Izumi Suzuki, a Sheraton employee, and several colleagues provided the Japanese translations used by the airport. In previous eras many Japanese travelers going through Detroit missed connections due to a lack of English comprehension. Also, messages reminding travelers to configure watches to the Eastern Time Zone regularly broadcast through the public address system are said in English, Japanese, and Mandarin.

In addition to the ticketing level, there's an additional ticketing and security area for passengers using the parking structures.

The terminal houses ten international gates that are capable of dual jet bridge loading and unloading. The gates contain two exit configurations depending on the arriving flight. Domestic arrivals follow an upper path directly into the terminal, while international arrivals proceed downstairs to customs and immigration screening. The Customs and Border Protection processing center located in the terminal's lower level is designed to accommodate as many as 3,200 passengers per hour. International arriving passengers connecting to another flight are screened by TSA at a dedicated screening checkpoint within the international arrivals facility. Those passengers then exit directly back into the center of the A concourse. Passengers arriving from international destinations who end their trip in Detroit (or connecting to a flight via Evans Terminal) exit directly into a dedicated International Arrivals Hall on the lower level of the terminal.

The B and C concourses currently have 41 gates that are used for Delta's regional flights that employ smaller aircraft. All regional flights have jet bridges, eliminating the need for outdoor boarding.

The B and C concourses are connected to the main terminal building and the A concourse by a pedestrian walkway under the airport ramp. This walkway, known as the Light Tunnel, features an elaborate multi-colored light show behind sculpted glass panels extending the entire length of the walkway, as well as several moving walkways. The light patterns are synchronized with an original musical score composed by Victor Alexeeff, which runs for nearly 30 minutes before repeating. This installation, one of the first large-scale uses of color-changing LED lighting in the United States, was produced by Mills James Productions with glasswork by Foxfire Glass Works of Pontiac, Michigan. The display won multiple lighting design awards, including the prestigious Guth Award of Merit. For passengers prone to medical conditions such as seizures, buttons at each end of the tunnel will suspend the light show for five minutes so they can pass through with no adverse effects.

The terminal has undergone updates that include new electronic terminal directories to assist passengers better. A unique feature of this is that passengers can scan their boarding passes, and the screen will direct them to the gate from which their plane departs. The passenger can also choose to view the information in other languages. Passengers may select a restaurant on the touch screen, and a menu will show what items the restaurant serves. Mini tablet devices and phone/tablet apps have been installed in food court areas, where travelers may order food and have it delivered to their table.

There are five Delta Sky Clubs located in the McNamara terminal. The largest is located above the central link across from gate A38. Next to that, across from gate A43, houses a smaller Sky Club. There are two satellite Sky Clubs in Concourse A located on the upper level near gates A18 and A68, across from their respective ExpressTram stations. An additional Sky Club is located in Concourse C, at gate level near the entrance to Concourse C. This lounge services Delta Connection flights in concourses B & C.

Warren Cleage Evans Terminal

The Evans Terminal, formerly known as the North Terminal, was designed by Gensler and built by Walbridge/Barton Malow Joint Venture, opened September 17, 2008, as the replacement for the aged Berry and Smith terminals, which housed all non-SkyTeam airlines. It used to be known as the North Terminal until it was renamed in 2022. Initially, Wayne County Airport Authority sought bids for the naming rights of the North Terminal. After two years with no successful offers, however, the effort ceased and the North Terminal name remained. The terminal currently houses all non-SkyTeam airlines serving the airport and is considered D Concourse. (Concourses A, B, and C are housed in the McNamara Terminal) The concourse has 26 gates, two of which opened in the middle of 2009 to accommodate international wide-body aircraft. The two gates were unusable at the building's opening because they were extremely close to Smith Terminal's C concourse, which was demolished after operations moved to the new facility. The terminal features four long segments of moving walkways on the departures level and another moving walkway on the lower level, for international arriving passengers to access the Federal Inspection Services area.

Airlines that utilize the North Terminal include Air Canada, Alaska, American, American Eagle, Frontier, Icelandair, JetBlue, Lufthansa, Royal Jordanian, Southwest, Spirit, Sun Country, Turkish, United, United Express, and all non-SkyTeam and non-Delta partner charters.

The Evans Terminal houses two six-lane security checkpoints. The terminal also has U.S. Customs & Border Protection inspection facilities located on the lower level for arriving international flights.

This terminal includes a brand new service pet relief area to accommodate passengers traveling with pets.

The Evans Terminal has five common-use domestic baggage carousels on the lower level. Two additional carousels are located inside the Federal Inspection Services area for international flights, and a central Oversize Baggage Claim is adjacent to both the international and domestic carousel areas.

On January 29, 2010, the Evans Terminal was named winner of the "Build Michigan" award project.

The Evans Terminal is home to a Lufthansa Business and Senator Lounge located between Gates D7 and D8. This lounge is accessible to passengers flying in Lufthansa premium cabins as well as select Lufthansa and Star Alliance elite members. This lounge also grants access to Priority Pass members outside of peak hours.

Michael Berry Terminal
The Berry Terminal, named for a former airport commissioner, was designed by Detroit architect Louis G. Redstone, and opened in 1974 as the international terminal at DTW. It was decommissioned on September 17, 2008, and replaced by the Evans Terminal; however, the airport authority voted May 20, 2009, to renovate the terminal to house its offices. All international passengers would arrive at this terminal, pass through customs and immigration inspection, and continue on to their connecting flights by bus to adjacent terminals.

Originally containing six gates (two of which were removed in 2003 to allow for construction of an adjacent Northwest Airlines maintenance hangar), the terminal was later used for scheduled and charter flights. There were still several international scheduled flights on low cost carriers to destinations in the Caribbean and other warm-weathered places in the early 2000s (decade), including flights from Champion Air, Ryan International Airlines, and USA3000 Airlines. Four charter airlines also used this terminal.

Since its closure in 2008, the Berry Terminal has become a popular space for commercial film and television production. Films such as Up in the Air (2009), Machine Gun Preacher (2011), and This Must Be the Place have used the now-vacant terminal as a set (in addition to shooting in and around the airport's active terminals).

L. C. Smith Terminal
The Smith Terminal, named for Detroit-Wayne Major airport visionary Leroy C. Smith, was built in 1958. Though cited as the oldest of Metro Airport's terminals, that designation belongs to the Executive Terminal building located near Middlebelt Road and Lucas Drive, one-quarter-mile east. The Executive Terminal was built in the late 1920s and is still in operation today as home to ASIG, a flight support company.

The Smith Terminal's thirty-two gates originally housed Northwest Orient Airlines, Allegheny Airlines (forerunner to US Airways), Eastern Airlines, and Pan-Am, among others. A control tower was included in the construction, and served its purpose until the late 1980s, when a new control tower was built near the site of the new McNamara Terminal.

In later years, Smith Terminal hosted North American airlines other than Northwest, Continental, and later Delta, which relocated to the McNamara Terminal in 2002 before its merger with Northwest.

State of the art for its time, the Smith Terminal eventually became victim to airline expansion. The design of the building did not allow for physical expansion of the ticketing area. To accommodate additional airlines, ticketing counters were constructed on the sides of the lobby in areas that previously held lounges and retail. In contrast, the North Terminal was constructed with future expansion in mind.

Spirit Airlines, which operated out of many of the gates once used by Northwest, made few upgrades to the gate areas in those parts of the terminal. The Northwest Airlines display boards near check-in counters at each gate remained in place, with the Northwest logos removed, and a Spirit information board simply affixed over the old signage.

On September 10, 2008, The Detroit News reported that Smith Terminal itself will not be demolished due to the airport authority offices remaining on the upper floors. However, the Detroit Free Press of October 9, 2008, stated that maintaining the terminal in its present condition would cost upwards of $4 million annually in utilities, a sore spot for airlines at DTW who foot the bill, in part, through airport landing fees; the airlines were hoping for a greater cost savings once the Smith and Berry Terminals were decommissioned. On May 20, 2009, the airport authority formally voted to totally vacate the Smith Terminal, while retaining and renovating the Berry Terminal for its offices.

Discussions were also raised regarding proposed construction of a new structure to house the Airport Authority offices and Airport Police, with a preliminary price tag of $31.5 million.

James M. Davey Terminal
The Davey Terminal was built in 1966 and was first known as "Terminal 2" or the "North Terminal". Designed by the firm of Smith, Hinchman and Grylls, it was said to be the largest post tensioned building in the world. Tapering cruciform columns around the perimeter and curved beams supported five large concrete roof panels. The lack of columns allowed maximum flexibility in the interior space. The spaces between the roof panels and exterior columns were filled with glass to allow abundant natural light into the building. It was renamed the "J. M. Davey Terminal" in 1975 in honor of former airport manager James M. Davey. It originally contained three concourses labeled C to E, as well as a Host Hotel which later was rebranded Marriott. In the early 1980s, a separate ticketing area was constructed to the north of the Davey Terminal, along with Concourses F and G to eventually accommodate Northwest Airlines' regional jet fleet.

Over time, the terminal and added concourse began showing its age due to its layout and poor maintenance, hastened further by increased aircraft traffic, which it was not designed to handle efficiently. Despite this, more gates were added to Concourse C in a short-term expansion project in the early 1990s, making it 26 gates in length. This concourse was considered the worst by most travelers due to its long distance from the center of the terminal, and for its length.

The Davey Terminal was originally the principal base of operations for Republic Airlines, which merged with Northwest Orient Airlines to become Northwest Airlines in 1986. Upon relocation of Northwest operations to the McNamara Terminal, the Davey Terminal was mothballed for three years before demolition of the ticketing area and Concourse G began October 17, 2005, to prepare for the North Terminal project. All concourses of the Davey Terminal and adjoining Marriott hotel, except gates 1 to 11 of Concourse C, were subsequently demolished in 2005–06 (the remaining gates were in use by Spirit Airlines until the new North Terminal (now Evans Terminal) opened on September 17, 2008).

Ground transportation
The airport is accessible from I-94 via Merriman Road (exit 198), which is the nearest entrance to the Evans Terminal, and from I-275 via Eureka Road (exit 15), which is closer to the McNamara Terminal. Both entrances and the terminals are connected by John D. Dingell Drive, an expressway completed in 1999 and named after the longtime Congressman. Cell phone lots are located near both entrances.

Free shuttle buses are available between the two terminals, and also connect to the Green parking lots. Rental car companies provide their own shuttles, as do private offsite parking lots and most hotels in the airport's vicinity.

Public transit
Metro Airport is accessible by public transit, served by the RTA's Detroit Air Xpress (DAX), an express bus to downtown Detroit; and SMART's FAST Michigan, a limited-stop bus route connecting the airport to Detroit and Dearborn, with connections to the region's wider transit network.

Two local bus routes, operated by SMART, also serve the airport: route 125, to communities in the Downriver region of southern Wayne County, serving both terminals; and route 280, to downtown Romulus and other suburbs in western Wayne County, serving only the Evans Terminal.

Transit to Ann Arbor, Brighton, and East Lansing is available with the Michigan Flyer, an intercity bus operated by Indian Trails in partnership with TheRide. Service to destinations in southern Ontario, Canada, including Windsor and London, is offered by Robert Q Airbus, a private operator.

Transit buses board from the Ground Transportation Center at the Evans Terminal, and from the departures drop-off area at McNamara.

Accidents and incidents

 * December 30, 1963, a Zantop Air Transport C-46 Commando with 4 occupants crashed 2.2 miles SW of DTW, killing all aboard. A loss of control during a night instrument approach in adverse weather was the probable cause.
 * June 12, 1972, after a stopover in Detroit, American Airlines Flight 96, a McDonnell Douglas DC-10-10 with 56 passengers and 11 crew from Los Angeles International Airport en route to Buffalo, New York, suffered a cargo door failure and explosive decompression shortly after departure from Detroit Metropolitan Airport while flying over Windsor, Ontario. It is thus sometimes referred to as the Windsor incident. The aircraft sustained damage that left the pilots without full flight controls but the plane returned to Detroit for a successful emergency landing. There were no fatalities but several serious to minor injuries.
 * July 31, 1972, Delta Air Lines Flight 841; members of the Black Liberation Army took over the airplane in flight using weapons smuggled on board, including a Bible, cut out to hold a handgun. The plane held seven crew and 94 passengers, none of whom was killed during the hijacking. Five hijackers who had boarded with three children took over the plane. The plane flew to Miami, where the passengers were exchanged for $1 million in ransom. The plane was then flown on to Boston, where it refueled before flying to Algeria. Algeria seized the plane and ransom, which they returned to the U.S., but the hijackers were released after a few days.
 * December 15, 1972, a Zantop International Airlines Learjet 23, a ferry flight, crashed after failing to climb from runway 3R, hitting a fuel storage tank. Both occupants on board and 1 on the ground were killed. Cause undetermined.
 * January 19, 1979, a Learjet 25 operated by Massey Ferguson rolled violently and crashed on approach to runway 09. The probable causes were icing, wake vortex by a preceding McDonnell Douglas DC-9 and a delayed application of engine thrust during an attempted go-around. All six occupants (two crew, four passengers) were killed.
 * On April 4, 1979, TWA Flight 841 (1979) went into a dive above Saginaw, Michigan. The flight made an emergency landing at DTW.
 * January 11, 1983, United Airlines Flight 2885, a McDonnell Douglas DC-8F cargo flight with 3 occupants aboard crashed after takeoff due to a mistrimmed stabilizer causing a loss of control, all on board were killed.
 * March 4, 1987, Northwest Airlink Flight 2268, operated by Fischer Brothers Aviation, a CASA 212 was on a scheduled flight from Mansfield to Detroit with an intermediate stop in Cleveland when it crashed while landing at Detroit Metropolitan Wayne County Airport. The plane yawed violently to the left about 70 ft above the runway, skidded to the right, hit three ground support vehicles in front of Concourse F, and caught fire. Of 19 occupants onboard (16 passengers and three crew), nine were killed. The cause of the crash was determined to be pilot error.
 * August 16, 1987, a McDonnell Douglas MD-82 operating as Northwest Airlines Flight 255, bound for Phoenix, Arizona, crashed on take-off from Metro's 8500 ft Runway 3 Center (Now Runway 3L). All but one passenger on the aircraft were killed; the lone survivor was a young girl, Cecelia Cichan, who lost both of her parents and her brother. The NTSB determined that the accident resulted from flight crew's failure to deploy the aircraft's flaps prior to take-off, resulting in a lack of necessary lift. The aircraft slammed into an overpass bridge on I-94 just northeast of the departure end of the runway.
 * December 3, 1990, a McDonnell Douglas DC-9-14 operating as Northwest Airlines Flight 1482, bound for Pittsburgh, collided with a Boeing 727-200 Adv. operating as Northwest Airlines Flight 299, bound for Memphis, on runway 03C. Seven passengers and a flight attendant on Flight 1482 were killed. The cause of the accident is listed as "pilot error".
 * January 9, 1997, an Embraer EMB 120 Brasilia aircraft operating as Comair Flight 3272 crashed nose down 18 mi from the airport while on approach into Detroit. All 26 passengers and 3 crew members were killed. The cause is listed to be the "FAA's failure to establish adequate aircraft certification standards for flight in icing conditions, the FAA's failure to ensure that an FAA/CTA-approved procedure for the accident airplane's deice system operation was implemented by U.S.-based air carriers, and the FAA's failure to require the establishment of adequate minimum airspeeds for icing conditions."
 * March 17, 2001, an Airbus A320-200 operating as Northwest Airlines Flight 985 bound for Miami, Florida, prematurely rotated during takeoff from runway 3C. The captain aborted the takeoff, and the aircraft skidded off the runway. All 151 occupants survived. The cause of the accident was the captain's delayed rejection of the takeoff, and the flight crew had incorrectly set the trim of the horizontal stabilizer.
 * December 25, 2009, Nigerian national Umar Farouk Abdulmutallab attempted to detonate an explosive device on Northwest Airlines Flight 253, an Airbus A330 from Amsterdam to Detroit as the plane was approaching Detroit. The device failed to go off correctly, and the suspect suffered burns to his lower body. Three other passengers had minor injuries. The White House said it considered the incident an attempted terrorist attack.

title: Detroit Metropolitan Airport