Tagged

One of the most disheartening trends in America today is the steep and relentless increase in the cost of higher education. As almost everything else in our economy has gotten better and more affordable, tuition at public four-year colleges has nearly quadrupled since 1982.

The hardest hit by these skyrocketing costs are middle-income families who struggle to pay those prices out of pocket but don’t qualify for needs-based assistance. Meanwhile, the changing economy is making post-secondary education more important than ever.

Today, most students and families’ only option is federal student loan programs, which offer some temporary relief but lead to decades of debt. And for students who never acquire the skills necessary to succeed in today’s economy—because they leave college early or because they pursue a major that doesn’t prepare them for the job market—this debt can become overwhelming.

So far, the federal government’s only response to this catch-22 is to marginally reduce the interest rate on student loans.

But instead of asking how Congress can help students pay off exorbitant loans, we should ask how Congress can reduce the cost of higher education so students won’t have to go so far in debt.

It all starts with recognition of two important facts. First, in today’s society, getting a four-year college degree is not the only way to obtain the knowledge and skills necessary to start a successful career. For many students, apprenticeships or occupational training programs make more sense than a bachelor’s degree.

Second, in recent years educational entrepreneurs and innovators have used new technology to redesign the traditional educational model—through online courses, for instance—making post-secondary cheaper and easier than ever before.

Unfortunately, federal law ignores both of these facts. Our current system makes it harder and more expensive for students to access alternatives to the traditional college track. The primary roadblock facing these students is our outdated, inefficient accreditation system, which is made up of various non-governmental agencies that determine which educational institutions or programs are eligible for federal student-loan money.

Under current law, students can access federal loans and grants only if they attend schools that are officially “accredited.” But for a school or occupational training program to acquire this stamp of approval—and thus be able to admit students who are paying their tuition bills with federal loans—it must go through a review process conducted by faculty members of already-accredited schools.

This is a classic case of the regulated becoming the regulators. Expensive degree-issuing colleges and universities get to decide who joins their elite club, and they have a strong financial incentive to lock out new, more affordable educational models that could be a better match for some students.

This lack of competition is a primary driver of rising tuition, which gives too many students an impossible choice—crippling debt or limited opportunities.

We believe there is a better way.

We have introduced the Higher Education Reform and Opportunity Act in both the House of Representatives and the Senate. The HERO Act will allow states to experiment with their own accreditation systems. Under our plan, states could choose to accredit alternative education providers such as apprenticeships, specialty schools, professional certifications, all the way down to individual courses. This way, students who have been locked out of the current system would be able to use federal student loans and grants to gain access to the skills they need at lower prices on a schedule that works for them.

Our reforms don’t touch the traditional accreditation system, which works well for existing universities. It creates a new, parallel system that opens doors for the millions of low- and middle-income and non-traditional students the current system leaves behind.

Many would benefit from education alternatives to traditional brick-and-ivy institutions, and we owe it to our students to give states the opportunity to develop these options. The HERO Act is an important first step towards ensuring that higher education is affordable and accessible and gives our students the resources, skills and education to succeed.

Op-ed originally published on The Daily Signal

“Under the Transportation Empowerment Act, Americans could finally enjoy the local infrastructure they want. More environmentally conscious states and towns could finally have the flexibility to invest in more green transit projects and bike lanes. Regions reaping the benefits of America’s energy renaissance could accelerate their infrastructure build-outs to keep up with their explosive growth. Dense cities could invest in more sustainable public transit networks.

“Meanwhile, surrounding counties could re-open the frontiers of the suburbs to a new generation of more livable communities. State and local governments will also be freed to experiment with innovative funding mechanisms not tied to the unreliable gas tax.  And by cutting out the Washington middle-men, all those states and communities and taxpayers will be able to get more for less…

“Today Americans are unnecessarily stuck in traffic, stuffed in overcrowded subway cars, missing their kids’ games and recitals, priced out of neighborhoods close to their jobs and spend almost a full 40-hour work week per year stuck in gridlock.

“They deserve better than what Washington is offering, which is just the status quo plus a little more money.  A new era demands a new approach.”

WASHINGTON – Today, the full Senate agreed to include Senator Mike Lee’s proposal to reform transportation funding in a package of amendments on the Highway Trust Fund. The “Transportation Empowerment Act” would allow states to keep the vast majority of revenue each raises through the gas tax, making it easier and more effective for communities to develop the transportation system they want and need.

“Nearly half the states are already taking steps to become more fiscally independent in how they fund transportation projects,” said Sen. Lee. “This legislation would make that process easier and empower all 50 states to be more responsive to the needs of their citizens.  The states already own and maintain the roads.  There is no good reason why they should have to send their citizen’s infrastructure money to Washington first.”

The Transportation Empowerment Act phases down the federal gas tax over five years from 18.4 cents per gallon to 3.7 cents and transfers highway authority from the federal government to the states.

“Under this new system, Americans would no longer have to send significant gas-tax revenue to Washington, where politicians, bureaucrats, and lobbyists take their cut before sending it back with strings attached,” Lee added.  “Instead, states and cities could plan, finance, and build smarter and more affordable projects.”

Lee’s plan would ignite a new era of infrastructure innovation and diversity. Some communities could choose to build more roads, while others might prefer to repair old ones. Some might build highways, others light-rail. And all would be free to experiment with innovative green technologies, and new ways to finance their projects, like congestion pricing and smart tolls. For the country as a whole, this plan would mean a better infrastructure system, new jobs and opportunities, diverse localism, and innovative environmental protection.

“Americans know we need more roads, bridges, lanes, and mass-transit systems. My plan will not only allow local communities to develop infrastructure projects according to their own needs and values, but will allow their dollars to go further by cutting out the political middle-men in Washington. Properly planned and located, these projects would help create new jobs, new communities, more affordable homes, shorter commuting times, and greater opportunity for businesses and families,” said Lee.

Lee’s stand-alone bill (S.1702) has been cosponsored by Senators Rubio, Cruz, Roberts, and Johnson, while a House companion (HR3486) introduced by Rep. Tom Graves has 49 cosponsors.