As usual, I have found this column most thought-provoking. I wonder, though, if we aren't missing something here. On a personal level, I have no problem with getting less than I have contributed. The proper function of government is, as you note, to rely on some in order to benefit others. However, the missing element in this discussion of the budgetary process is accountability. We are keenly aware in the non-profit world that simply expressing a need is not enough. Even the most consistent donors are demanding that effective stewardship of their gifts is shown. In those cases where non-profits appear to be heavily invested in administrative versus program expenses, we must re-evaluate in order to provide an optimum ROI. Should we expect less from those whom we are supporting with our tax dollars?This comment did its job, in causing me to think more about this question. Here’s my reply:
You make a good point. Perhaps it's not the budget that needs the close examination. Perhaps it's the "financial statement" or whatever it could be called, prepared after the fact to show what use actually was made of taxpayer dollars, much the same, as you describe, as non-profits set forth their expenditures. I'm fairly certain governments at all levels prepare such reports, but I wonder how public they are. I wonder if they get much attention, considering that budgets tend to get much more focus from the media.The timing of the comment was almost serendipitous, or should I say that the timing of a major transportation snarl last Thursday was the event that should be tagged as serendipitous, at least with respect to this question of what happens with tax dollars.
As almost everyone knows, last Thursday air traffic was brought to a near halt because of a glitch in the system that is used to control airline flights. The system is responsible for keeping track of airplanes, flight plans, and all the other details that must be monitored so that there isn’t total chaos in the sky. According to this Philadelphia Inquirer story, the problem was caused by a circuit board in a computer system. According to the story, tens of millions of dollars have been invested by the FAA in a “nationwide communications system” intended to “modernize air-traffic control.” However, the project is “over budget” and “plagued by outages.” What is required, whether computers are being used to regulate air traffic or heart-lung machines, is a set of adequate backup equipment and systems. It’s called redundancy, and it’s no surprise that the aviation experts quoted in the story used that word.
According to another Philadelphia Inquirer story, Senator Charles Schumer or New York declared the “country's aviation system [to be] ‘in shambles’” and explained that more money is needed to prevent a repeat of the failure: "If we don't deliver the resources, manpower, and technology the FAA it needs to upgrade the system, these technical glitches that cause cascading delays and chaos across the country are going to become a very regular occurrence." The question that Daniel Hoebeke’s comment suggests is this: “Why, considering the tens of millions already spent, is the system not working?” Was the project underfunded? Is the quality of the equipment below par? Is the software as reliable as much of what most of us use every day when glitches of every sort slow down or crash computers? Or is it simply a matter of a complicated project having its original funding amount cut in order to offset tax reductions, or to satisfy those who oppose government spending?
A preliminary issue that must be addressed is whether government should be in the business of regulating air traffic. There are several alternatives. One is to ban air traffic so that there is no need for regulation. That is, of course, silly. Another is to permit air traffic but dismiss regulation of it. That, too, is foolish. Yet another is to permit the “private” sector to regulate air traffic. As a practical matter, this would require the creation of a monopoly. The cost to air travelers would increase because the cost of running the system would include not only the cost of the equipment, software, personnel, etc., but also the cost of generating the profits that the private sector would seek. Proponents of “privatizing” air traffic regulation claim that there are “efficiencies” in having the private sector take over the task, but what guarantee is there that the private sector would avoid failed circuit boards when the private sector approach is to “purchase on the cheap”? The pitfall of privatization of any monopolistic activity is the lack of accountability and responsiveness on the part of the monopoly. There’s no way for the public to “vote out” the monopoly or the private individuals running it and profiting from it. There’s no competition to keep it in line. That’s a serious weakness in the so-called free market, though a market consisting of a monopoly isn’t a market because there’s no arena in which to dicker over terms and conditions. Those, instead, are imposed by the monopoly.
Turning to the question of taxing and spending, how does one ensure, or at least ensure a high probability of, fiscal efficiency? Whether the funds come from general taxes such as the income tax, or from user fees imposed on airlines and air travelers, concluding that the federal government should operate the air traffic control system does not, in and of itself, tell us anything about the path to tax and expenditure levels for that operation. If the public, through the government, owns a less capable and less reliable system than is required because insufficient funds were expended, how is that remedied? What mistakes were made, and what lessons can be learned from those errors? If the public, through the government, owns a less capable and less reliable system than is required because it took delivery of defective materials or because it overspent by entering into contracts that overcompensated the contractors, how is that remedied? What mistakes were made, and what lessons can be learned from those errors? But none of these questions can be answered until the information is acquired. What happened? How does the public find out? Will the public find out? If the system is underfunded, is it a matter of trying to get by on too few dollars? Was it a bad design, one lacking, for example, redundancy? Was it a good design that fell victim to bad implementation? Were funds diverted to other projects that were no less necessary, in more critical need of funding, and overlooked by Congress? So should government spending on the FAA be reduced to accommodate tax cuts? Or should it be increased as Senator Schumer suggests? The answer depends on information not (yet) available.
Some sort of independent, transparent, information-intense audit of government is required, something far wider in scope and much deeper in review than what currently exists. Ought not governments be subjected to at least the same level of audit and review that it requires non-profit organizations to undergo? The twist is that such an audit might not generate, as some think, nothing more than identification of areas in which government spending can be reduced without adversely affecting programs that the government needs to fund and operate. Such an audit might also discover instances in which insufficient government spending is generating long-term economic costs far exceeding the reductions in government expenditures, and accompanying tax reductions or rejected tax increases. One good example is deferred maintenance on infrastructure. This latest air traffic control fiasco is another good example, although using the word “good” in a sentence describing what happened last Thursday is painful. But imagine how painful it could have been, and how other situations may turn out to be, if the goals of the tax cutters are accomplished.