““I sat through many, many defense ministerials when I was working at the Pentagon and was here in Brussels, where every defense minister around the table would all be in violent agreement about the need to spend more on defense and have a more modern capable military,” said Chollet, who has spent more than a quarter-century working on U.S. diplomacy inside and outside of government, including stints at the State Department, White House and Pentagon.
“But then all those defense ministers would have to go back to their parliaments, to their governments and have to defend those budgets or advocate for those budgets, and they were not successful,” he added. “And that’s a dynamic that still exists here.”
Chollet said that if European allies were finally ready to get serious, Washington would be more than happy to provide guidance about the types of capabilities to start building up.”
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“Traveling around the world, he said he sensed that America had not lost its luster.
“There is still a very strong demand signal for American leadership,” he said. “Whether it’s in Bosnia, where I just was, whether it’s in Southeast Asia, where I was three weeks ago, whether it’s in Libya and Tunisia, where I was six weeks ago: People want more of the United States. They want our presence. They want our leadership.”
And that, he said, he tells friends at home is not to be taken for granted: “The U.S. in that position is unique. There are not many countries that you can say that about, if any actually around the world. There’s not a lot of people wanting more of China.””
“About $550 billion of the $1.2 trillion law is new spending, which will be spread out over five years. The remaining $650 billion in the bill would have been allocated for existing transportation and highway programs under previously planned funding.
The new money in the bill will go toward a wide range of projects, including road repairs, high-speed internet services, and investments in electric buses. Notably, the infrastructure bill was backed by both Democratic lawmakers and some Republicans, and was the culmination of years long attempts to advance infrastructure legislation that’s spanned presidential administrations.
While it’s a landmark investment, the legislation only authorizes a fraction of the funding required to tackle the entirety of the US’s infrastructural challenges. Across specific categories of the bill, including lead water pipe replacement and broadband, it’s likely to take much more than what’s already been allocated to fully solve issues of access, safety, and equity. The bill includes $15 billion specifically for addressing lead pipes, for instance, while experts believe it will take $60 billion to actually replace every lead pipe in America.
Still, the passage of this bill — which contains critical funding that the country has needed for decades — is significant, and an important down payment for future investments.”
“Now that President Joe Biden has signed the Infrastructure Investment and Jobs Act (also known as the bipartisan infrastructure framework, or BIF) into law, the federal government faces a new challenge: getting the funds out to states and cities.
In the coming months — and years — federal agencies will distribute billions of dollars for everything from bridge repairs to public transit expansions to bike paths. Most of this money will go directly to state governments, which will have significant discretion over which projects they’d like to fund.”
“a bipartisan infrastructure bill that includes $350 billion to address long-ignored environmental threats. The Infrastructure Investment and Jobs Act is the largest sum in recent memory directed at cleaning up pollution, from replacing lead pipes to capping methane-spewing oil wells.
The funding could make a serious dent in air and water pollution for certain communities by preventing runoff from abandoned mines and cleaning up old, toxic manufacturing sites. People who live near busy roadways, airports, and ports may benefit from the boost to electric vehicle charging stations, school buses, and cranes that will replace gas- and diesel-burning cars and equipment.
Other investments will improve public health more indirectly: One of the law’s major provisions includes expanding transmission that can move more clean energy across the grid. By increasing the mix of renewables, states and the utilities they regulate ultimately would need to burn fewer fossil fuels to power the economy.
The biggest criticism of the new law is what it leaves out: Environmental advocates say the funding only meets a fraction of the nation’s needs for addressing water and air pollution, and falls far short of the transformative change Biden promised on the campaign trail.
This is also not the transformative climate bill that climate activists had hoped for.”
“The bill is also larded up with provisions that will make infrastructure projects more costly for taxpayers. That matters, of course, because if you inflate the cost of building a bridge and you have a fixed amount of money to spend on new bridges, you’ll get fewer bridges.
For example, the bill’s “Buy American” provision is nothing more than performative patriotism and a handout to politically powerful unions. By mandating that materials used in road, bridge, and rail projects come primarily from the United States, Congress will effectively hike prices and engage in arbitrary protectionism.”
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“The infrastructure bill could have been an opportunity to reform other federal rules that unnecessarily drive up the cost of building infrastructure. Like the Davis-Bacon Act, which requires that most workers on federally subsidized building projects are paid the local “prevailing wage” negotiated by unions even if the workers themselves are not unionized—and only about 13 percent of construction workers are part of a union. The Davis-Bacon Act rules can increase the costs of infrastructure projects by as much as 20 percent.
Similarly, the infrastructure package could have suspended or eliminated parts of the National Environmental Policy Act (NEPA) in order to streamline environmental reviews of infrastructure projects. Currently, NEPA reviews take more than four years on average, and they are frequently used as tools to block development for reasons that often have little to do with the environment.”
“Homelessness is a major issue in the U.S., and is inherently intertwined with the cost of housing. In fact, in a recent poll, respondents from the 20 metro areas that experienced the largest population growth between 2010–2019 listed both the cost of housing and homelessness as their top two concerns, and by almost identical margins (86 and 87 percent, respectively). The average cost of rent has increased nearly 20 percent within the last year alone, and since 2001, in nearly every state, rents have risen at a faster rate than incomes.
But simply offering rental assistance without a simultaneous increase in the supply of housing would only serve to exacerbate the cost problem, as a larger amount of money would chase after the exact same amount of inventory. In fact, the U.S. is currently as many as 5 million houses short of meeting estimated demand.
Of the roughly $150 billion which the Build Back Better Act appropriates toward housing, more than half is put toward dubious use, via rental assistance programs. About a third of that portion, though, is specifically tailored toward the construction or rehabilitation of more affordable housing units to increase the overall supply, which could help drive down costs.”
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“The Build Back Better Act does fund the establishment of a “competitive grant program,” the Unlocking Possibilities Program, to incentivize “streamlining regulatory requirements and shorten[ing] processes, [and] reform[ing] zoning codes.” As with any grant program, its efficacy will be dictated by its implementation, but with more than $4.26 billion appropriated, there is plenty of breathing room to potentially make a difference.
In an ideal scenario, of course, there would be as few zoning restrictions as possible, allowing developers to simply respond to the needs of the community without requiring the government’s stamp of approval. While public funding to incentivize a reduction or simplification of red tape is better than the status quo, it is still not a perfect solution.”
“Visa bans. Trade restrictions. Threats of economic sanctions. And visit after visit from top emissaries, including a U.S. senator bearing a message from President Joe Biden.
For a year, U.S. officials have used these and other instruments in their diplomacy toolbox to persuade, push and pressure Ethiopia’s government and rebel forces to end a vicious civil war believed to have killed thousands of people, left hundreds of thousands starving and displaced millions.
But nothing is working. And things are getting worse.”
“The bill, H.R. 3684 (117), is historic in its scope with $550 billion in new money funneled into hard infrastructure, from overhauling bridges to supercharging Amtrak’s most popular rail corridor in the Northeast. But it falls far short of Biden’s original vision, which promised to dramatically reduce the climate impacts of transportation, the single largest source of pollution. In the end, the final product was the victim of the bipartisan focus it took to get the bill done and is an example of the razor thin governing majority Democrats must navigate.”
“If Congress fails to enshrine key climate policies as federal laws, Biden’s Plan B includes executive orders and major regulations from the Environmental Protection Agency, the New York Times reported.
The problem is that executive actions aren’t an ideal substitute for federal laws, and may last only as long as Biden’s presidency. EPA regulation also “tends to lag [behind] the technological realities,” meaning it may only modestly nudge the economy in a new direction, Jesse Jenkins, an environmental engineering professor at Princeton University, told Vox. It’s also vulnerable to intervention by the Supreme Court.”