After any disaster comes cries to spend more money to prevent a recurrence. The collapse of the Interstate 35W bridge in Minneapolis brought forth similar sentiments.

This time, however, those calling for more spending are absolutely correct. And it’s about an issue that should be more bipartisan and American than any other.

Even a minimalist, laissez-faire government has always provided means of transportation and supported such infrastructure. To be for intelligently directed increases in highway and bridge maintenance spending is to be for good government.

Upgrading our nation’s bridges and highways is also about preventing the next major collapse, for two reasons. One, to avoid a death toll far higher than the relatively low number killed in Minneapolis. Two, because with a growing, more sedentary population shifting toward the suburbs and longer commutes, road traffic is only going to increase. It is unlikely that mass-transit options or gas prices will prevent such an increase, which will require road construction and leave more to maintain.

We also believe that caring for transportation infrastructure is a realistic goal at the federal and state levels. Yes, President Bush and Congress have historically low approval ratings. The New York State Legislature is famously dysfunctional. Plus, there’s that little matter of a money-draining war.

However, the United States "" and New York "" have a long tradition of successful transportation projects despite national conditions. New York led the way in the early 19th century with the building of the Erie Canal, leading to further canal and road development by presidents such as John Quincy Adams, who was an unpopular one-term president. The Union underwent massive rail expansion in the 1840s and 1850s despite being politically paralyzed by inept presidents and battles over slavery. And, despite just emerging from two long wars, the U.S. in the 1950s implemented the interstate highway system.

The first step is simple: Actually use dedicated funding for its proper purpose. As Sen. Thomas Libous, R-Binghamton, pointed out, hundreds of millions of dollars have been diverted by the state each year from a maintenance and repair fund. Instead, budget shortfalls have been covered, appeasing politicians at the possible cost of lives.

The second step is using data already available through agencies such as the Federal Highway Administration to identify the weakest links in our bridges and overpasses and repair them first. Federal and state inspection systems are already in place; let’s increase their funding instead of forcing inspectors to pick and choose which sites to omit.

Most importantly will be convincing people that funding increases are in their best interest. It will also be the most difficult, as it will likely involve a tax increase. But it comes down to a choice of paying a little now or paying dearly later.