Word: excessive
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Dates: during 1940-1949
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...bill to permit manufacturers to amortize the cost of Defense plants within five years which would give them reasonable protection. Then the President had qualms. Warned that many a Congressman would oppose outright concessions to Business, he had the amortization bill tacked to a complex limitation on excess profits. Net result: certainty that Congress will haggle over this hybrid measure for weeks, while key manufacturers, unsure of their future, remain unwilling to accept Defense orders...
...testimony in trials that resulted it appeared that: In eight years Union Electric's Lobbyist Albert Laun and his friends had developed a slush fund of at least $525,000 which never appeared on Union Electric's books. One company lawyer had kicked back $111,000 in excess fees; another $42,000; a Kansas City equipment salesman had kicked back $70,000; insurance companies had refunded $80,000. This money then went into the campaign funds of candidates for every office in Union Electric's territory from alderman to Governor of Missouri. Laun, reported Shelton, kept...
Capital's fear of the excess-profits tax now in the works (TIME, July 15) was thus partly assuaged. Also soothing was a second White House announcement: the Vinson-Trammell Act, which limits profits of ship and aircraft builders to 7 and 8% on Government contracts, would be repealed (Congress willing). Makers of war goods were thenceforth to be considered just as useful and profit-meriting people as any other manufacturers. For them, it was a forgotten but not a new sensation. In 1918 they were given special tax incentives; in the '20s they were shamed or starved...
...normally $9,000 yearly) to cover its share of Pullman expenses (porters, linens, maintenance, etc.) and what Pullman calls a fair return, Pullman keeps the car's entire sleeping ticket revenue. If the car earns more than its set fee, Pullman splits (usually 50-50) the excess with the railroads at year...
Justification for this double monopoly has long rested on three main points: 1) if individual railroads had to meet traffic peaks with their own sleeping and parlor cars, they would be burdened with a large excess investment; 2) because many sleeping car operations are through operations over several roads' tracks, it takes a single building and operating company to make them efficient; 3) such a service requires a specialized personnel and equipment maintained by one company...