Almost seven years ago, in Funding the Infrastructure: When Free Isn't Free, I reacted to the interstate bridge collapse in Minnesota by pointing out, “From that tragedy came at least one lesson. This nation had best repair its infrastructure, particularly highways and bridges. The catch? The repairs cost money. Where will the nation get the money it needs for this task?” I deplored the narrow-minded, single-focused opposition to raising funds to pay for preventative repairs. The attempt of the previous Administration’s Transportation Secretary to explain why it made no sense to raise those funds was baffling then and just as moronic today. I predicted that it would be only a matter of time before the infrastructure disrepair adversely affected people’s lives, health, and economic condition, noting “ When enough bridges collapse and highways fall apart, the trucks won't be moving products, such as fuel, food, clothing, and, yes, even military supplies. If you think that won't affect economic growth, you don't understand economics.” I predicted:
The problem with rejecting tax increases until the funding allocation system is fixed is that more people will die, more people will be injured, more property damage will occur, and more transportation bottlenecks will stifle the economy while Congress wiggles and squirms and the Administration and politicians wave slogans in the voters' faces. "No tax increases" sounds great until one realizes it's not unlike the "No more spending" family budget vow that looms in the way of paying for the baby's food. Perhaps "No more unnecessary tax increases" would resonate with those whose ability to analyze economic problems goes beyond three-word sentences.For people living in the greater metropolitan Philadelphia area, the rising tide of infrastructure collapse is becoming brutally evident.
On June 2, transportation officials closed a bridge on I-495 in Wlimington, Delaware, effectively closing I-495 itself. The detrimental impact on Delaware, its people, and its economy, is difficult to ignore, as explained in reports such as this one. Granted, the problem that necessitated the closure was not so much one of unrepaired deterioration but a matter of unregulated or badly regulated decision making that led to the dumping of dirt that shifted support columns. Eighteen days later, drivers in Montgomery County, Pennsylvania, awoke to the news that yet another bridge over the Perkiomen Creek has been closed because of structural deficiencies. There are six bridges over the Creek, and now two of them are closed, for an indefinite period. These bridges won’t fix themselves for free. There is no guarantee that either of these bridges will re-open before a third or fourth bridge is closed.
There has been, not surprisingly, quite a bit of griping about these and other closures. The resulting traffic jams cost drivers time and money. Along with diversion of business to other areas, as described, for example, in this report, the traffic tie-ups are costing businesses revenue and thus profits. Just as it is foolish, in the long run, to avoid a few dollars of gasoline taxes in the short-term only to be confronted with much higher front-end alignment repair costs, to say nothing of death and injury, so, too, the short-term bonanza of avoiding revenue increases to fund infrastructure are dwarfed by the price America will pay for the past 15 years of catering to the “freedom means everything is free (at least for me)” crowd. And the price will be more than the lost revenue, closed businesses, increased fuel costs, and wasted time. Much more.
In Funding the Infrastructure: When Free Isn't Free, I concluded:
The fact that I, like most others, do not like taxes does not mean I will reject them when they are necessary. It would be better, and easier, to talk about "user fees" because that's what the federal gasoline tax and the proposed mileage-based road fees are. Properly structured, set at a price that reflects the true cost of building and adequately maintaining a highway, bridge, interchange, or other facility, these user fees would not only move the debate from the silly place it now occupies but also would make the prospect of additional bridge collapses and road failures the highly unlikely outcome most people thought was the case.I wonder how many of the drivers inconvenienced by the closures and how many of the people economically disadvantaged by the closures are among those who voted for the “no tax” Pied Pipers. I wonder how many are beginning to understand that just as someone can look at a repaired bridge or repaved highway and think, “My tax dollars purchased this for me and others,” others can look at a collapsed or closed bridge or potholed highway and think, “This is what no-taxes gets us.” There’s a lesson to be learned. Let’s hope it’s learned in time.
Any other approach does not bode well. Paying for repairs with borrowed money increases the nation's debt load, making it more likely that the foreclosure will destroy the country. Ignoring the problem and not spending money guarantees death and destruction on a far larger scale. Abandoning the infrastructure simply hastens the demise of the economy and ultimately the country. Unfortunately, the time has come to pay the price for so many bad transportation infrastructure decisions during the past 50 years. The even more unfortunate aspect of the matter is that most of those who made the bad decisions aren't around to see the consequences of their vote-pandering and ignorance or to deal with the consequences. The only good part of this is that voters will have a chance to ensure that those bad decision makers still around are deprived of additional opportunities to make a mess of things.