Tag: historical precedent

Bipartisan Sanity — And U.S. History — Discredit Anti-Government Ranting

Pandering to the anti-government ideology of the Tea Party, Washington politicians may disparage the federal role in disaster relief — with Rep. Ron Paul (R-TX) going so far as to suggest, in the aftermath of Hurricane Irene, that there should be none whatsoever. But why listen to an extremist Congressman who has never been responsible for anything bigger than his own ambitions, when governors of both parties, who must oversee the welfare of millions of people in their states, are now praising the federal response to the storm?

None other than that current icon of conservatism, New Jersey Governor Chris Christie, spoke to ABC News as the hurricane battered his state’s coastal region, explaining that federal assistance as the storm approached had been “great” — and that he would soon be calling Secretary of Homeland Security Janet Napolitano, who oversees the Federal Emergency Management Agency “to ask for some more help.” The same sentiments were voiced by the chief executives of both parties in state capitals up and down the East Coast, all of whom understand that the worst consequences of disaster often arrive days after the sensational media coverage has ended.

Compassionate or callous, these governors know that they could scarcely overcome the emergencies and disasters that so often beset us without the skills, resources, and sheer power of the United States government. Although would-be president Paul recently implied that federal disaster assistance dates only back to the late ’70s, the truth is that mutual aid to stricken communities, channeled through government, has characterized American society since the dawn of the republic.

The first national response to a local disaster was a bill known as the Congressional Act of 1803 — during the presidency of Thomas Jefferson. Passed following a terrible fire in Portsmouth, N.H., the act provided recovery assistance to the affected citizens and their town. Again and again during the century that followed, Congress passed similar legislation when disaster struck, until progressive administrations in the 20th century began to create the means for a rapid, reliable response that went beyond the ad hoc distribution of federal funds.

Unsurprisingly, perhaps, that effort gained momentum during the New Deal, when President Roosevelt used disaster reconstruction projects to help employ millions of jobless Americans in rebuilding roads, bridges, schools, and other public facilities that had been washed away by floods or destroyed by tornadoes.

In 1979, President Carter created FEMA, answering the plea of governors who could no longer cope with the patchwork of federal agencies — from the Defense Department to the Department of Health, Education and Welfare to the Federal Insurance Administration and the National Weather Service — whose responsibilities included some aspect of emergency services or disaster relief. Carter had served as governor of Georgia himself before his elevation to the White House, so he understood their complaints and knew why they needed a coordinated federal response in times of serious trouble. By bringing the various agencies together under a single authority, he began to make that possible.

But it wasn’t until President Clinton appointed James Lee Witt, an official who had broad experience handling disaster preparedness and relief in Arkansas, that FEMA began to function in a modern and effective way. Clinton remains proud of Witt’s tenure to this day because FEMA showed how efficient and humane government can be at its best — which only happens, of course, under an administration that respects and seeks to fulfill that mission. What became obvious when Hurricane Katrina struck under the following administration was the opposite maxim: that a president with no respect for government’s fundamental purpose will botch the job at great cost in lives and dollars. When someone like Ron Paul denigrates FEMA’s reputation, as he did the other day, he is talking about how his own party ran the agency. President Bush slashed FEMA’s preparedness programs, pulled it out of the cabinet, and placed it under the control of political appointees in the Department of Homeland Security. They notoriously had no idea how to confront disasters whether manmade or natural, except to make them worse.

Despite his seeming diffidence, President Obama plainly understands what government must be able to do in these circumstances. He first proved that when he appointed Craig Fugate, an administrator with deep experience as Florida’s director of emergency management, to run FEMA in 2009, rather than a hapless political crony. As the hurricane struck the Ameican coastline, Obama remained in constant communication with governors in the stricken states. When he visited FEMA headquarters over the weekend. He warned that the hurricane would continue to inflict damage on the states with flooding, power outages, and damage to property and infrastructure that will take many months to repair. And he personally commended the exhausted FEMA personnel, telling them that every state and local official with whom he had spoken during the emergency had assured him that the agency’s performance was “outstanding.”

Those public servants deserved his congratulations, even if the hurricane did not turn out to be the advertised Armageddon. The open question is whether FEMA, which is swiftly running out of money, can obtain the resources necessary to function adequately when the next ruinous disaster occurs. Chances are that the budget-cutting termites who control Congress — who are promoting the disintegration of infrastructure, science, and the nation’s legacy — will instead inflict still more destruction from within.

Tea Party Gas Tax Fix Is Bad Economics, Worse History

Aug. 23 (Bloomberg) — If the debt-ceiling showdown made your blood boil, if the shutdown of air-traffic-control work related to the airline-ticket tax drove you crazy, then you should unplug your TV and power down your computer in late September, as the deadline for extension of the federal gasoline tax draws near.

Because while President Barack Obama and most experts are pushing for a greater federal investment in roads and infrastructure to create jobs and strengthen our economy, a growing minority in Washington wants to end the federal gas tax and phase out funding for new construction under the federal roads program. That’s right: A sizable chunk of Republicans, led by Senator Tom Coburn of Oklahoma and Representative Jeff Flake of Arizona, want to abolish the tax that pays for the federal highway program and replace the whole system with one overseen by individual states.

This insurgency, inspired by the Tea Party, reflects flawed thinking on economics, transportation policy and even American history.

Like many other excise taxes, the federal highway tax comes up for periodic renewal, which is usually noncontroversial. But not this time. If Congress doesn’t act to renew the tax by Sept. 30, gas stations all over the country have to stop collecting it; the highway trust fund will never get the money; and new work on federal highway projects will come screeching to a halt.

Costs and Layoffs

A delay of just 10 days in renewing the tax would mean the permanent loss of $1 billion in highway funding (and layoffs for thousands of workers). Longer delays would measurably increase the national unemployment rate.

Although the gravest threat to renewal of the tax was removed last week, when anti-tax czar Grover Norquist ended weeks of uncertainty and dropped his opposition to a short-term extension, Tea Partiers and their allies on this issue haven’t given up the fight over ending the tax; if they can’t abolish it outright just yet, they’ll push to allow states to opt out.

Incredibly, the system of highway financing championed by Republican President Dwight D. Eisenhower six decades ago is a target for today’s Tea Party-influenced Republicans.

The economic impact of this radical position would be disastrous. Although it’s true, as I’ve written, that federal road programs create fewer jobs-per-dollar than they did generations ago (due to better equipment and technology), hundreds of thousands of Americans still draw paychecks working on such projects — and their paychecks help keep countless sandwich shops, dry cleaners, barbers and grocers in business. Cutting off this vital source of employment now, or at any time when unemployment is elevated, would be a grave self-inflicted wound.

Misguided Policy

As transportation policy, the notion of the states taking over federal highway work is even more misguided. We have a national road system because we have national transportation needs — to move people and goods from state to state, region to region.

States with many miles of highways and few people are likely to have less revenue to keep up these national roads and less interest in doing so, because many of the goods and visitors are just passing through on their way to someplace else. Trucks carrying goods from Chicago to Seattle, Atlanta to San Francisco and Philadelphia to Los Angeles travel through large, lightly populated Mountain West states that may be unable to finance a world-class highway system for such long-distance needs.

Just “letting the states do it” puts our national transportation system at risk. The idea is so misguided that calling it a Third World transportation system is unfair to the Third World: Developing countries are virtually all striving to build the sort of national infrastructure that the Tea Party wants to unwind in the U.S.

Misreading History

Which brings us to the historical misunderstanding behind this anti-national crusade. Highway funding is one issue among many where the Tea Party movement has its historical perspective upside down. Our Founders were not opponents of a national road system; they were its very creators.

The survey work for the first proposed national road was done by none other than George Washington. The early Congress funded a national road that traced a path similar to today’s Interstate 70, from Maryland to Indiana. Many veterans of the Revolutionary War, then serving in Congress, voted in favor of it. Even the anti-Federalist administration of Thomas Jefferson pushed the project; Albert Gallatin, Jefferson’s Treasury secretary, told the Senate: “No other single operation within the power of the government can more effectually tend to strengthen and perpetuate the Union.”

The highway-tax fight is a good moment for progressives to challenge the Tea Party — not just over economics and transportation policy, but also over what vision of America truly reflects the legacy of our Founders. Let’s not forget that the idea that brought those amazing men to Philadelphia in 1787 was to create a system of robust federal government and form a “more perfect union” — not just to leave the states to handle their needs on their own.

(Ron Klain, a former chief of staff to Vice President Joe Biden and senior adviser to President Barack Obama on the Recovery Act, is a Bloomberg View columnist. He is a senior executive with a private investment firm. The opinions expressed are his own.)

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