All their disads are non-unique – a Privatization’s inevitable internationally
Download 1.61 Mb.
|
Commercial agriculture is uniquely sustained by efficient airlines – no other transport can fill in AFA 12 (Airlines for America, “Economic Impact,” http://www.airlines.org/Pages/Economic-Impact.aspx)//twemchen In the summer of 2005, Pulitzer Prize winner Daniel Yergin opined, "Every day, the airline industry propels the economic takeoff of our nation. It is the great enabler, knitting together all corners of the country, facilitating the movement of people and goods that is the backbone of economic growth. It also firmly embeds us in that awesome process of globalization that is defining the 21st century." Indeed, the World Bank recognizes that "Air transport has become an essential economic and social conduit throughout the world. Beyond the benefits of fast and inexpensive transcontinental travel, air transport also has become a vital form of shipping for high-valued items that need to come to market quickly, such as agricultural products subject to spoilage." Further, it notes that air cargo has become the essential mode of transportation for high value and perishable goods, wherein 40 percent of all goods by value worldwide are transported by air: "Many developing countries depend heavily on air cargo for their exports as other modes are unreliable or non-existent." Extinction Lugar 4 (Richard G., former U.S. Senator – Indiana and Former Chair – Senate Foreign Relations Committee, “Plant Power”, Our Planet, 14(3), http://www.unep.org/ourplanet/imgversn/143/lugar.html) In a world confronted by global terrorism, turmoil in the Middle East, burgeoning nuclear threats and other crises, it is easy to lose sight of the long-range challenges. But we do so at our peril. One of the most daunting of them is meeting the world’s need for food and energy in this century. At stake is not only preventing starvation and saving the environment, but also world peace and security. History tells us that states may go to war over access to resources, and that poverty and famine have often bred fanaticism and terrorism. Working to feed the world will minimize factors that contribute to global instability and the proliferation of weapons of mass destruction. With the world population expected to grow from 6 billion people today to 9 billion by mid-century, the demand for affordable food will increase well beyond current international production levels. People in rapidly developing nations will have the means greatly to improve their standard of living and caloric intake. Inevitably, that means eating more meat. This will raise demand for feed grain at the same time that the growing world population will need vastly more basic food to eat. Complicating a solution to this problem is a dynamic that must be better understood in the West: developing countries often use limited arable land to expand cities to house their growing populations. As good land disappears, people destroy timber resources and even rainforests as they try to create more arable land to feed themselves. The long-term environmental consequences could be disastrous for the entire globe. Productivity revolution To meet the expected demand for food over the next 50 years, we in the United States will have to grow roughly three times more food on the land we have. That’s a tall order. My farm in Marion County, Indiana, for example, yields on average 8.3 to 8.6 tonnes of corn per hectare – typical for a farm in central Indiana. To triple our production by 2050, we will have to produce an annual average of 25 tonnes per hectare. Can we possibly boost output that much? Well, it’s been done before. Advances in the use of fertilizer and water, improved machinery and better tilling techniques combined to generate a threefold increase in yields since 1935 – on our farm back then, my dad produced 2.8 to 3 tonnes per hectare. Much US agriculture has seen similar increases. But of course there is no guarantee that we can achieve those results again. Given the urgency of expanding food production to meet world demand, we must invest much more in scientific research and target that money toward projects that promise to have significant national and global impact. For the United States, that will mean a major shift in the way we conduct and fund agricultural science. Fundamental research will generate the innovations that will be necessary to feed the world. The United States can take a leading position in a productivity revolution. And our success at increasing food production may play a decisive humanitarian role in the survival of billions of people and the health of our planet. Airlines are key to the economy Tomer et al 12 – Adie Tomer, Senior Research Associate and Associate Fellow @ Brookings, Robert Puentes, Senior Fellow and Director @ Metropolitan Infrastructure Initiative @ Brookings (October 2012, “Global Gateways: International Aviation in Metropolitan America,” http://www.brookings.edu/~/media/research/files/reports/2012/10/25-global-aviation/25-global-aviation.pdf)//twemchen We live in a global era—and the planet’s metropolitan areas lead this interconnected growth. The world’s 200 largest metropolitan economies account for just 14 percent of world population, but generated over 48 percent of global gross domestic product (GDP) in 2011.8 These metro areas have emerged on every corner of the globe, from the largest economies within developed countries to the fast-growing metro areas in developing markets.9 Taken in concert, the success of metropolitan economies throughout the developed and developing world suggest that the new global economy is much spikier and interconnected than originally thought.10 In this global era, U.S. metro areas must simultaneously collaborate with domestic and international peers. This is where aviation plays a critical role—it fosters the inter-metropolitan connections critical to future economic growth. These connections cross both the physical and personal spheres. Metro areas such as New York and London are well connected through many domestic and global partners, which enhances their competitive advantage by offering their businesses greater access to global markets. Metro areas such as Miami or Seattle may have relatively fewer relationships, but nonetheless derive a competitive advantage as critical gateways to the South and West.11 Lessons from Munich and its well-connected airport hub further demonstrate the benefits from such connectivity.12 International aviation puts people within reach of their overseas family, encourages tourism, and empowers businesses with the opportunity for face-to-face meetings.13 The global aviation network also supports the rise of new immigrant gateways across the United States, forging even stronger economic and social connections to world regions.14 The key point is that while a metro area may have a wealth of human and economic capital, they cannot fully exploit those resources without strategic global linkages. These aviation-related connections deliver real benefits to local economies. Aviation’s positive effect on local employment is a major economic benefit.15 Metro areas that serve as destinations for large numbers of people are, implicitly, points of convergence for new ideas and capital. These places have the right mix of human capital and other resources to incubate new business ventures and to stimulate creativity. The net effect is an employment boost throughout local industries, from high-skill services that rely heavily on air travel to more stationary industries like manufacturing.16 The economic effects of aviation are so wide-ranging that they hold potential for spillover effects that benefit other sectors and people. That is not to say local economic effects are equal across all places. Airports specializing in throughtraffic, like Atlanta, generate economic activity in sectors directly related to transportation, but these effects may not always spillover into the broader metro economy. In contrast, cities that serve primarily as destination points or freight hubs enjoy increased economic activity more broadly, experiencing job growth even in non-transportation sectors.17 Metro areas with predominantly leisure-oriented flows see greater job growth in entertainment and recreation industries, while job growth in places with predominantly business-oriented flows comes from management and financial occupations.18 International aviation also directly boosts the U.S. economy by supporting travel and tourism since nearly all foreign visitors from outside North America enter the country via air. These visitors generated $47 billion in real national output in 2011, an increase of 57.7 percent from 2003.19 Overall, U.S. travel and tourism exports grew by 6.1 percent from 2009 to 2011, supported in large part by international visitors.20 Despite these benefits, certain market inefficiencies limit aviation’s total economic impact. One example is when a nonstop flight between two metro areas does not exist even though large numbers of passengers travel between them. Supply and demand mismatches introduce inefficiencies into the aviation system, forcing passengers to “fly where they don’t want to go,” such as the many international travelers that simply pass through Charlotte’s Douglas International Airport.21 These systemic mismatches make certain metropolitan areas harder and costlier to reach, and could stifle their aviation-related economic growth. This may present relatively few challenges for U.S. businesses primarily operating in U.S. cities, where routes are some of the most time- and costefficient in the world.22 But it is a bigger problem for U.S.-based businesses seeking to expand into South American or African markets, where cities may be more costly and time consuming to reach. Thus, the organization of international aviation service directly shapes U.S. businesses opportunities for global expansion and partnering.23 Economic decline causes extinction Haass 13, President of the Council on Foreign Relations, 4/30/13, “The World Without America,” http://www.project-syndicate.org/commentary/repairing-the-roots-of-american-power-by-richard-n--haass Let me posit a radical idea: The most critical threat facing the United States now and for the foreseeable future is not a rising China, a reckless North Korea, a nuclear Iran, modern terrorism, or climate change. Although all of these constitute potential or actual threats, the biggest challenges facing the US are its burgeoning debt, crumbling infrastructure, second-rate primary and secondary schools, outdated immigration system, and slow economic growth – in short, the domestic foundations of American power. Readers in other countries may be tempted to react to this judgment with a dose of schadenfreude, finding more than a little satisfaction in America’s difficulties. Such a response should not be surprising. The US and those representing it have been guilty of hubris (the US may often be the indispensable nation, but it would be better if others pointed this out), and examples of inconsistency between America’s practices and its principles understandably provoke charges of hypocrisy. When America does not adhere to the principles that it preaches to others, it breeds resentment. But, like most temptations, the urge to gloat at America’s imperfections and struggles ought to be resisted. People around the globe should be careful what they wish for. America’s failure to deal with its internal challenges would come at a steep price. Indeed, the rest of the world’s stake in American success is nearly as large as that of the US itself. Part of the reason is economic. The US economy still accounts for about one-quarter of global output. If US growth accelerates, America’s capacity to consume other countries’ goods and services will increase, thereby boosting growth around the world. At a time when Europe is drifting and Asia is slowing, only the US (or, more broadly, North America) has the potential to drive global economic recovery. The US remains a unique source of innovation. Most of the world’s citizens communicate with mobile devices based on technology developed in Silicon Valley; likewise, the Internet was made in America. More recently, new technologies developed in the US greatly increase the ability to extract oil and natural gas from underground formations. This technology is now making its way around the globe, allowing other societies to increase their energy production and decrease both their reliance on costly imports and their carbon emissions. The US is also an invaluable source of ideas. Its world-class universities educate a significant percentage of future world leaders. More fundamentally, the US has long been a leading example of what market economies and democratic politics can accomplish. People and governments around the world are far more likely to become more open if the American model is perceived to be succeeding. Finally, the world faces many serious challenges, ranging from the need to halt the spread of weapons of mass destruction, fight climate change, and maintain a functioning world economic order that promotes trade and investment to regulating practices in cyberspace, improving global health, and preventing armed conflicts. These problems will not simply go away or sort themselves out. While Adam Smith’s “invisible hand” may ensure the success of free markets, it is powerless in the world of geopolitics. Order requires the visible hand of leadership to formulate and realize global responses to global challenges. Don’t get me wrong: None of this is meant to suggest that the US can deal effectively with the world’s problems on its own. Unilateralism rarely works. It is not just that the US lacks the means; the very nature of contemporary global problems suggests that only collective responses stand a good chance of succeeding. But multilateralism is much easier to advocate than to design and implement. Right now there is only one candidate for this role: the US. No other country has the necessary combination of capability and outlook. This brings me back to the argument that the US must put its house in order – economically, physically, socially, and politically – if it is to have the resources needed to promote order in the world. Everyone should hope that it does: The alternative to a world led by the US is not a world led by China, Europe, Russia, Japan, India, or any other country, but rather a world that is not led at all. Such a world would almost certainly be characterized by chronic crisis and conflict. That would be bad not just for Americans, but for the vast majority of the planet’s inhabitants. 2ac – terrorism – i/l The plan creates resource reallocation which is vital to solve terrorism Moore 12 – Professional Researcher at the Heritage Foundation (Caroline Moore, 5/29/12, “Is the TSA Protecting Homeland Security or Protecting Federal Employees?,” https://www.myheritage.org/news/is-the-tsa-protecting-homeland-security-or-protecting-federal-employees/)//twemchen After the long holiday weekend, many people are returning to work with fresh complaints about airport security and its inefficiency. Some conservatives in Congress would like to remove the Transportation Security Administration’s monopoly status, and simultaneously lessen the financial burden on American taxpayers by allowing airports to hire private security companies. They believe privatizing the TSA will increase efficiency and effectiveness of the federal operation. Rep. John Mica (R-FL), who chairs the Transportation and Infrastructure Committee, raised the idea at a hearing in March. Heritage Foundation expert Jessica Zuckerman explains that “Congress first mandated that U.S. airports be given the ability to opt out of federal screening in 2001 with the passage of the Aviation and Transportation Security Act.” The TSA, she explains, has a monopoly on transportation security and has thus far opposed hiring private security companies to perform screening at security check points. A study conducted by Mica’s Committee on Transportation and Infrastructure found that other countries’ governments successfully oversee the employment of private security companies to perform security tasks. This is also true here at home. Zuckerman explains that private security screening was found to be more efficient than TSA screening: The House Committee on Transportation and Infrastructure last year reported that U.S. taxpayers would save ‘$1 billion over five years if the Nation’s top 35 airports operated as efficiently as [San Francisco International Airport] does under the SPP model.’ A 2007 independent assessment found that ‘SPP airports’ overall performance results are equal to or better than those delivered by non-SPP.’ According to Greg Soule of the TSA, the cost difference between private security companies and federal agencies is not as large as the committee report suggested. But the TSA is missing the point. Private security screening contracts will vary by airport and will increase flexibility and efficiency of each airport. Zuckerman explains that “as a private-sector alternative to government screening, [private screening] provides an opportunity for notable cost savings at no apparent cost to security while allowing TSA to get out of the personnel business and truly focus on security. ” Hiring micromanagement drains critical security resources Committee on Transportation and Infrastructure 11 – Prepared for Chairman John L. Mica (CTI, 6/3/11, “Committee on Transportation and Infrastructure Oversight and Investigations Staff Reform; TSA Ignores More Cost-Effective Screening Model,” http://www.aaae.org/?e=showFile&l=XQVIPZ)//twemchen TSA has hired 137,100 staff7 since the agency’s creation and spent more than $2 billion on recruiting and training costs (see Appendix 3). 8 Due to high attrition, TSA has spent so much time managing itself that it has been unable to focus necessary resources on oversight and regulation of U.S. transportation security, in general. The SPP allows TSA to function as its creators in Congress originally intended—as a government regulator. More ev Committee on Transportation and Infrastructure 11 – Prepared for Chairman John L. Mica (CTI, 6/3/11, “Committee on Transportation and Infrastructure Oversight and Investigations Staff Reform; TSA Ignores More Cost-Effective Screening Model,” http://www.aaae.org/?e=showFile&l=XQVIPZ)//twemchen 1. TSA should not serve as the regulator, operator, and auditor of screening operations at airports. TSA should catch up with the rest of the world and promote the SPP as a way to reduce federal spending, increase efficiency, and make the travel experience more enjoyable to the flying public. The SPP will enable TSA to turn its focus away from managing a bloated bureaucracy and toward becoming a true security agency focused on intelligence and oversight. No risk of offense – the squo is a disaster – resource reallocation is key Hudson 11 – staff writer @ Human Events (Audrey Hudson, 9/12/11, “TSA Creator Says Dismantle, Privatize the Agency,” http://humanevents.com/2011/09/12/tsa-creator-says-dismantle-privatize-the-agency/)//twemchen They’ve been accused of rampant thievery, spending billions of dollars like drunken sailors, groping children and little old ladies, and making everyone take off their shoes. But the real job of the tens of thousands of screeners at the Transportation Security Administration (TSA) is to protect Americans from a terrorist attack. Yet a decade after the TSA was created following the September 11 attacks, the author of the legislation that established the massive agency grades its performance at “D-.” “The whole program has been hijacked by bureaucrats,” said Rep. John Mica (R. -Fla.), chairman of the House Transportation Committee. “It mushroomed into an army,” Mica said. “It’s gone from a couple-billion-dollar enterprise to close to $9 billion.” As for keeping the American public safe, Mica says, “They’ve failed to actually detect any threat in 10 years.” “Everything they have done has been reactive. They take shoes off because of [shoe-bomber] Richard Reid, passengers are patted down because of the diaper bomber, and you can’t pack liquids because the British uncovered a plot using liquids,” Mica said. “It’s an agency that is always one step out of step,” Mica said. It cost $1 billion just to train workers, which now number more than 62,000, and “they actually trained more workers than they have on the job,” Mica said. “The whole thing is a complete fiasco,” Mica said. In a wide-ranging interview with HUMAN EVENTS just days before the 10th anniversary of the 9/11 attacks, Mica said screeners should be privatized and the agency dismantled. Instead, the agency should number no more than 5,000, and carry out his original intent, which was to monitor terrorist threats and collect intelligence. Zero decrease in security Trainor 12 – staff writer at the Montana Standard (Tim Trainor, 9/2/12, “Airport may use private screeners,” McClatchy-Tribune Business News, Lexis)//twemchen Currently, 14 federally employed TSA agents work in Butte, most of whom work part-time. Shea said some are local hires, but many come from the national TSA deployment center. He said that a private company may be able to hire and keep more local employees in about the same number of positions. Lorie Dankers, spokeswoman and public affairs manager for TSA's northwest region, said Bert Mooney's board will now send a request to companies for providing security screening services that "do not compromise security or detrimentally affect the cost-efficiency or the effectives of the screening." If a qualified company submits an under-budget bid, a contract may be awarded and the company could begin. Shea said it's possible the new contract will save the airport money as well. Sixteen U.S. airports use private screeners, including nine in Montana. Airports in West Yellowstone and Kalispell will soon be added to the list. Directory: file -> view view -> Western Europe after wwii view -> Author study: paul fleischman view -> Qpa1 7ela study Guide view -> Arctic Oil/Gas Neg view -> November 1970 Approximately 150,000-500,000 deaths Bhola Cyclone Bangladesh view -> Grade Level: 6 Unit of Study: Caribbean glce view -> Citation: Duffield, Katy view -> Table of Contents Lesson # view -> Chinese Wind Energy Disad Download 1.61 Mb. Share with your friends:
|