“Ted Cruz: I Won Those Purple Hearts!”: It’s Not The First Time Cruz Has Claimed Credit For Something That Has Raised Eyebrows
Senator Ted Cruz’s presidential stump speech electrifies conservative crowds with a cocktail of growls, whispers, warnings of impending doom, and at least one claim of personal accomplishment so powerful, it often brings many in the audience to their feet.
“Just a few weeks ago, I was down in Fort Hood, where the soldiers who were shot by Nidal Hasan were finally, finally, finally awarded the Purple Heart,” Cruz told activists last weekend at the conservative Freedom Forum in Greenville, S.C. “I’ll tell you the reason those Purple Hearts were awarded. I was very proud last year to introduce legislation in the Senate to mandate that the Pentagon award those Purple Hearts.”
Cruz rightly pointed out that for years, the Obama administration had classified the 2009 shooting at Fort Hood, Texas, by Army Major Nidal Hasan as a “workplace violence” incident rather than as a terrorist attack, though Hasan’s rampage came after he had been in contact with al Qaeda leader Anwar al-Awlaki. Hasan’s shooting spree left 13 dead and 32 wounded, including dozens of military personnel who were deemed ineligible for the Purple Heart because of the Pentagon’s classification of the attack as not combat-related.
At the end of 2014, Congress passed a bill requiring the Pentagon to reclassify the 2009 attack, and the Fort Hood victims were indeed awarded the Purple Heart.
But Cruz voted not once but twice against the Pentagon authorization bill that changed the Purple Heart policy. A Cruz spokesman told the Dallas Morning News that Cruz voted against the bill over an issue unrelated to the Fort Hood shootings but that “he would have found another way to get it done” had the bill had not passed. “Supporting one amendment certainly does not mean a senator is obligated to support the entire bill.”
And although Cruz played an important role on the Senate Armed Services Committee at last year, the credit for changing the Pentagon’s long-standing policy belongs to at least a dozen senators and members of Congress who had pushed the issue relentlessly for years before Cruz ever arrived in the Senate.
It was Senator John Cornyn (R-TX), not Cruz, who originally introduced legislation to award the Purple Heart to the Fort Hood victims in 2009. Cornyn’s bill coincided with a similar bill from Representative John Carter (R-TX), whose district includes much of Fort Hood. Cornyn and Carter would introduce their bills again in 2011 and 2013. Representatives Roger Williams (R-TX), Frank Wolf (R-VA), and Peter King (R-NY) all pushed the matter in their own committees.
Representative Michael McCaul, another Texas Republican and the chairman of the House Homeland Security Committee, held hearings on the matter. Senator Joe Lieberman (I/D-CT), the former chairman of the Senate Homeland Security Committee, did the same and commissioned a months-long investigation into the causes of the Fort Hood attack.
Lieberman introduced a bill of his own, along with Cornyn, in 2012 to mandate that the Pentagon change its criteria for awarding the Purple Heart that would include the Fort Hood victims. In 2014, Senator John Boozman, a Republican from Arkansas who is also on the Armed Services Committee, wrote legislation similar to Cruz’s to mandate that the Pentagon award Purple Hearts to victims of a similar shooting at a Little Rock military recruiting center in 2009.
Neal Sher, a lead attorney for the Fort Hood victims and their families who sued the Pentagon over the policy, said the reclassification was the result of efforts by multiple offices for multiple years on and off Capitol Hill.
“Cruz was instrumental, Cornyn was instrumental, the Texas House delegation, McCaul, Carter, Williams, were all instrumental,” said Sher. “It took years, years. The administration and the Pentagon were opposing it every step of the way. It took an act of Congress to get them to change their tune.”
A staffer who worked on the issue agreed that Cruz did play an important part in the final result for the families, but “the claim nonetheless omits what Lieberman, Cornyn and others had done to get the ball to the one-yard line. In other words, ‘the reason those Purple Hearts were awarded’ phrase is true but insufficient. “
It’s not the first time Cruz has claimed credit for something on the campaign trail that has raised eyebrows back in Washington.
Cruz ran into a buzz saw with Senator John McCain last month after the Texas senator told a New Hampshire audience that he had been pressing McCain to hold congressional hearings to allow members of the military to carry personal firearms on military bases. Cruz suggested that McCain had yet to respond.
McCain said Cruz had never spoken with him about it at all.
“Ask him how he communicated with me because I’d be very interested. Who knows what I’m missing?” McCain said to a group of reporters in the Capitol, according to The Hill. “Maybe it was through some medium that I’m not familiar with. Maybe bouncing it off the ozone layer, for all I know. There’s a lot of holes in the ozone layer, so maybe it wasn’t the ozone layer that he bounced it off of. Maybe it was through hand telegraph, maybe sign language, who knows?”
Cruz later acknowledged he “may have misspoken” about his outreach to McCain. Cruz’s office did not respond to requests for comment on his Fort Hood remarks.
By: Patricia Murphy, The National Memo, May 16, 2015
“The Price We Pay For Conservative Scorn Of Amtrak”: Choosing Not To Invest In Safety And Other Improvements To Our Rail Network
On Tuesday night, an Amtrak train spectacularly derailed on its way through Philadelphia, killing at least seven people. On Wednesday morning, a House appropriations subcommittee voted to cut federal funding for Amtrak by about 20 percent. Those are two dots Republicans don’t want you to connect.
“Don’t use this tragedy in that way,” Rep. Mike Simpson is quoted in a Politico article as saying, after Democrats on the appropriations subcommittee for transportation and housing criticized Republicans for proposing and eventually approving the cuts.
The vote took place before news reports that the train may have been going around a curve at speeds of about 100 miles per hour when the derailment occurred. If those reports had surfaced earlier, the Republican objections to linking budget cuts to the derailment would likely have been much louder.
The objections would also have been equally out of line. Here are a couple of issues to consider.
First, there’s the site of the crash itself, which the New York Times reported is at roughly the same location as another spectacular train derailment in which 79 people died – in 1943.
The curve ultimately proved not to be the key factor in that disaster, but it does raise this question: Why is that curve there in the first place, some 72 years later? Why has there not been an effort to rebuild that curve so that trains could move through that area safely at higher speeds?
The answer to that question is easy: conservative scorn for Amtrak, which has been under sustained attack almost from the time it was created, and which has never received the levels of investment in tracks and rail cars that would be appropriate for a national passenger rail system.
Second, if reports prove true that the derailment was caused by the train operating at twice the speed it should have in that section of the track, why were there not automatic controls that would have slowed the train down and perhaps prevented the derailment? The Philadelphia Inquirer reports that “an automatic train control system designed to prevent speeding was not in place where Amtrak Train 188 crashed.”
In fact, there is a requirement that Amtrak, commuter lines and freight railroads have positive train controls in place by the end of 2015. Unfortunately, the task (and the bulk of the funding) was left to the privately run freight railroads, on whose lines Amtrak runs. Trying to implement the train control system on the cheap appears to have dramatically failed. (This article on the Eno Transportation Center website has some background.) In January, notes Gregg Levine writing for Al Jazeera, Amtrak published a newsletter in which it said it was “hopeful” that positive train control would be implemented throughout the entire Northeast Corridor by the end of the year. But in March, the acting administrator of the Federal Railroad Administration, Sarah Feinberg, told Congress that the railroad industry would miss the 2015 deadline.
Meanwhile, a $17 million increase request from the Obama administration for the safety and operations budget of the Federal Railroad Administration, which includes funding for positive train control, was denied by the appropriations subcommittee. The budget was held level at $186 million.
Interestingly, the Republican committee report on the appropriation for the Department of Transportation had far more to say about the pay of workers serving food on the trains than it did about needed investments to ensure trains could operate safely.
“Yesterday’s tragedy in Philadelphia should be a wake-up call to this Committee – we must provide sufficient funding for Amtrak’s critical infrastructure projects to ensure a safer transportation system,” Rep. David Price (D-N.C.), ranking Democrat on the subcommittee, said in a statement after the vote. “The majority’s shortsighted, draconian budget cuts stand in the way of the investments that a great country must make.”
Price is not out of line. Advocates for increasing investments in transportation infrastructure – ranging from labor unions to members of the U.S. Chamber of Commerce – had planned for today to be a lobbying day on Capitol Hill to call attention to the need for more federal investment in our transportation network. Now the entire nation’s attention is focused on what happens when we choose not to invest in safety and other improvements to our rail network. It’s time to ignore the people on the right who don’t want us to make the connection between a disaster and the obstruction of investments that could have prevented it.
By: Isaiah J. Poole, Campaign for America’s Future, May 13, 2015
“The Next Amtrak Catastrophe”: This Is Still An Infrastructure Story
Maybe five or six years ago, I was reading a magazine article about The Beatles’ first trip to America in 1964, a topic on which I am something of an expert. As some of you will know, they did Ed Sullivan’s show and then took a train from New York to Washington DC, where they performed their first live U.S. concert (with a young Al Gore in attendance, fwiw).
I was reading along learning nothing new because I know all there is to know about all that until I came across a line that just staggered me. It wasn’t anything about the group; rather, it was a reference to their “two hour and 15 minute train trip.” Their what?! That trip today, as you know, is at best two hours and 40 minutes, but that is only for the “high-speed” Acela, and in truth that’s only theoretical. It’s usually more like two hours and 55 minutes. That is, if it gets there, as we might add after Tuesday night’s tragedy.
It seemed totally beyond belief that the train ride from New York to Washington could have been faster in 1964 than it was the year I was reading this article. But it was true: I was so floored by this that I called Amtrak and some rail experts I know to check, and it checked out. The reason: aging sections of track that trains have to slow down for.
Technology is supposed to go forward, not backward, especially here in the US of A. In the years since, American go-getters of various stripes have invented computers and smart phones and have seen to it that pizzas reach our doorstep in half an hour and perfected the chips that taste like melted cheese. But somehow, our trains, running in our nation’s most commercially important and rail-dependent corridor, are slower.
As I’m writing these words, we don’t yet know the reason for the Tuesday night derailment in North Philly. The preliminary informed conjecture points toward speed. It’s an area of the Northeast Corridor route that’s rated at 50 mph. If you know the route, you know why—it’s urban (just two or three miles north of the Philadelphia Zoo, which you can see out to the right on northbound trains), and it’s curvy. It seems the train was going well in excess of that speed.
So, speed, you say; well that’s probably just human error, so at least I won’t have to listen to the liberals bellyache about infrastructure. Sorry to disappoint, but this is still an infrastructure story. Here’s why.
There’s this thing in the train game called PTC—Positive Train Control. Basically, it would allow for a modernized version of what happened back in the original The Taking of Pelham One, Two, Three, when an override switch stopped that Number 6 barreling toward doom in lower Manhattan. It would break track into sections, establish safe speeds for each, and use broadband connectivity in a way that would permit a train’s computers to override the conductor if the train is exceeding the safe speed and slam on the brakes.
Amtrak is installing PTC on the Northeast Corridor, and in fairness to Congress, it has mandated that Amtrak do so and provided funding to do it, although not as quickly as Amtrak has requested. Right now PTC is installed only on three short-ish sections of the Northeast Corridor—for example, from Perryville, Maryland to Wilmington. If this incident had happened there, the derailment presumably would not have happened.
Congress is constantly shorting Amtrak, and especially the Northeast Corridor, even though the Northeast Corridor makes all the money ($500 million a year, roughly). See, it works like this. It’s the same old story of the red states—you know, where they hate government—getting largesse from the blue states.
There are three categories of Amtrak routes. The first is the Northeast Corridor routes, which bring in all the dough. The second are certain intrastate routes—Albany to Buffalo, say, or Harrisburg to Pittsburgh; for these, the states have to make up any operating deficits, so by law these have to break even. Third are the long-haul interstate routes out West. These are huge money losers, and a lot of the routes should just be cut, probably, but the Republicans running Congress won’t allow that, even as they keep wanting to slash Amtrak funding overall. Rather incredibly, the House Appropriations committee stood firm on approving a $260 million cut (nearly 20 percent) to Amtrak from the previous year on Wednesday—literally the day after the tragedy, strictly along party lines. Amtrak asked for about $2 billion for next year. It may end up getting as little as $1.14 billion.
So down the road, here’s what’s going to happen. Right now, there are two tunnels under the Hudson River that carry all the passenger train traffic back and forth between New York and New Jersey. They’re a hundred years old. During Hurricane Sandy, they were flooded with salt water, which experts say sped up their deterioration. They might have to be taken out of service in seven to 10 years.
They will be taken out of service one at a time of course. But imagine what a reduction from two tunnels to one would do to service. The delays would be unbearable. Think about when one lane is closed on a two-lane highway. It doesn’t merely double your travel time during peak hours. It can triple it. So imagine boarding a train at Penn Station at 6 pm, moving 50 feet, and sitting there for 40 minutes before the tunnel is clear.
Two new tunnels are needed, and given the time that’s involved in design and environmental review and so on, seven years is just around the corner. The cost is $7 billion. That’s not chump change, but it’s a fraction of the cost of Marco Rubio’s aggressively stupid tax cuts. And even if Hillary Clinton and not Rubio is the president, two new tunnels are still going to be awfully hard to come by, although by God that all-important route across northern Montana is going to stay open—and with we Northeasterners paying for it.
By: Michael Tomasky, The Daily Beast, May 14, 2015
“Boehner Rejects Amtrak Question As ‘Stupid'”: U.S. Investment In Infrastructure Has Become A National Embarrassment
It became clear yesterday that congressional Republicans came up with one talking point in response to the deadly Amtrak derailment in Philadelphia: “human error.”
The point, of course, is obvious. If the Amtrak 188 tragedy was the result of a person making a mistake, then there’s no need for federal policymakers to act, there’s no need for Congress to make additional investments in infrastructure, and there’s no need for Republicans to be embarrassed by slashing Amtrak’s budget just hours after the accident.
This morning, as National Journal noted, House Speaker John Boehner (R-Ohio) didn’t hold back on this point.
Boehner downright dismissed claims that underfunding for the rail system was responsible for the derailment in Philadelphia that killed at least seven people and injured 200 on Tuesday night.
“Are you really gonna ask such a stupid question?” Boehner said during his Thursday morning press conference when a reporter began to ask about Democratic concerns that Amtrak was underfunded because of Republicans. “They started this yesterday: ‘It’s all about funding. It’s all about funding.’ Well, obviously it is not about funding. The train was going twice the speed limit.”
House Ways and Means Chairman Paul Ryan (R-Wis.) sounded a similar note on Fox News this morning, dismissing those who want to increase “the size of government programs,” all in response to an accident he said was “human error.”
The congressman added that he hopes “people won’t seize on political opportunities out of tragedies like this” to spend more money.
Let’s set the record straight.
Just on a surface level, even without consideration of the tragedy in Philadelphia, U.S. investment in infrastructure has become a national embarrassment. The United States used to lead the world in infrastructure innovation and development, and the more Republicans decided public investment in “government programs” is necessarily bad, the more other countries have surpassed us.
But specifically on this week’s Amtrak disaster, to dismiss this as nothing more than a tragic case of “human error” is to overlook the relevant details.
According to Boehner, “obviously it is not about funding.” In reality, it’s also obvious that a Positive Train Control system could have prevented the accident.
It’s equally obvious that PTC is not free. If Congress wanted to invest in the system, it could have. Indeed, it can make those investments now. At least for now, however, Boehner and his party don’t see it as a priority.
This might make the Speaker uncomfortable, but it’s anything but “a stupid question.”
By: Steve Benen, The Maddow Blog, May 14, 2015
“Frenzy Of Ignorance And Indignation”: Scandal? Knowing Zero About Clinton Foundation, Indignant Pundits Blather
A very strange thing has happened to the Bill, Hillary and Chelsea Clinton Foundation.
Suddenly, journalists who never paid the least attention to the foundation’s work over the past decade or so — and seemed content to let the Clintons and their associates try to do some good in the world — proclaim their concern about its finances, transparency and efficiency. Commentators with very little knowledge of any of the foundation’s programs, who are indeed unable to distinguish the Clinton Global Initiative from the Clinton Health Access Initiative, confidently denounce the entire operation as suspect.
What provoked this frenzy of ignorance and indignation, of course, is the candidacy of Hillary Rodham Clinton for President of the United States. Partisan adversaries of the former Secretary of State have been working overtime, subsidized by millions of dollars in Republican “dark money,” to construct a conspiratorial narrative that transforms her husband’s good works into dirty deals. (Transparency is evidently required of the Clintons, but not of their critics.)
The main product of that effort, delivered by media mogul Rupert Murdoch amid a din of promotion in mainstream and right-wing media, is of course Clinton Cash, authored by a former Bush speechwriter named Peter Schweizer.
Compressing lengthy timelines, blurring important distinctions, and sometimes simply inventing false “facts,” Schweizer has attempted to transform the Clinton Foundation from an innovative, successful humanitarian organization into a sham institution that sells public favors for private gain.
While many of Schweizer’s most glaring accusations have been thoroughly debunked already — notably concerning the uranium-mining firm once partly owned by a major foundation donor — amplified echoes of his “corruption” meme are damaging nevertheless. Various media figures who have long hated the Clintons, from Rush Limbaugh to David Frum, feel liberated to utter any outrageous accusation, however distorted or dishonest.
But as so often has proved true when such individuals start screaming “scandal” and “Clinton” in the same breath, the sane response is to take a deep breath, suspend judgment and examine relevant facts.
Appearing on a recent National Public Radio broadcast with me, Frum asserted that the foundation spends far too much on air travel and other expenses. The same philanthropic impact could have been achieved, said Frum, if Bill Clinton had merely “joined the International Red Cross” after leaving the White House.
While Frum doesn’t know what he’s talking about, that won’t stop him chattering for a second. Among the significant achievements of the Clinton Foundation was to build a system that has drastically reduced the cost of providing treatment for AIDS and other diseases across Africa, the Caribbean and in other less-developed countries, saving and improving millions of lives. Bringing together major donors, including wealthy nations like Norway, the Netherlands, the United Kingdom and the United States, with the leaders of poor nations to create these programs, he helped turn back a disease that once threatened to infect 100 million people globally. That effort required many hours of air travel by him and his aides — and many visits to extremely uncomfortable, and sometimes dangerous, places in which Frum will never set an expensively shod foot.
Like Limbaugh, Frum has claimed that the Clinton Foundation wastes enormous resources while concealing its donors and expenditures from a gullible public. The truth, attested by expert authorities on nonprofit and charitable organizations, is that the foundation spends (and raises) its funds with commendable efficiency — and it has posted far more detailed information, including the names of 300,000-plus donors, than federal tax law requires.
Did the foundation’s staff commit errors during the past 15 years or so? Undoubtedly. Could its operations be more efficient, more effective, more transparent? Of course — but its record is outstanding and its activities have done more good for more people than Frum, Limbaugh, Schweizer, the Koch brothers and Rupert Murdoch would achieve in 10,000 lifetimes.
Why don’t these furious critics care about basic facts? It may be unfair to assume that in pursuit of their political agenda, they are indifferent to millions of Africans dying of HIV or malaria. Yet they do seem perfectly willing to hinder an important and useful effort against human suffering.
When you hear loud braying about the Clinton Foundation, pause to remember that two decades ago, these same pundits (and newspapers) insisted that Whitewater was a huge and terrible scandal. Indeed, Limbaugh even insinuated on the radio that Hillary Clinton had murdered Vince Foster, a friend and White House staffer who tragically committed suicide. Politicians and prosecutors spent more than $70 million on official investigations of that ill-fated real estate investment, loudly proclaiming the Clintons guilty of something, before we finally discovered there was no scandal at all. Talk about waste!
So perhaps this time, with all due respect for the vital work of the Clinton Foundation, we should assume innocence until someone produces credible evidence of wrongdoing.
By: Joe Conason, Editor in Chief, The National Memo, May 13, 2015
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