Explanation of this affirmative
No solvency: Jurisdictional issues could affect management of HSR
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- No solvency: Must involve state and locals in deciding where the trains are going
No solvency: Jurisdictional issues could affect management of HSRSuccessful implementation will be dependent on resolving means and methods of administration and operationLane 2012(Bradley W. MPA Program, The University of Texas at El Paso, “On the utility and challenges of high-speed rail in the United States” Journal of Transport Geography 22 (2012) 282–284 www.elsevier.com/locate/jtrangeo) But another issue is urban areas, where rights-of-way and land-usage represent a complicated potential political minefield for any mode of high-speed rail. 4. Service provision challenges There is another major issue with regards to who is going to provide the rail service. Will high-speed-rail be operated by pub- licly subsidized public transit agencies, in a similar manner to ur- ban mass transportation? Will it be an extension of Amtrak, or some other kind of national rail agency? Will it be operated by pri- vate entities competing in the marketplace? The US has learned many important lessons when it comes to regulation and deregulation in transportation markets from its experiences in the trucking and airline industry. As part of roll- backs against governmental influence in the market in the 1970s and 1980s, both industries experienced significant deregulation designed to open up markets and lead to reduced costs for con- sumers (see Black, 2003). In general, the entry costs for airlines were underestimated, while the entry barriers for trucking were overestimated. As a result, the airline industry has seen a decline in fare charges, but also contraction in the number of carriers providing service and the number of places receiving service. The commercial trucking experience has been a proliferation of low-cost providers accessible to a wide range of areas and prod- ucts, which has also contributed to subsequent effects on the nat- ure of inventory storage and on roadway congestion. The startup costs for high-speed rail service are going to be very high. Beyond addressing the issues of track and right away previ- ous discussed, it also requires new car procurement and skilled la- bor for operation and maintenance of the rolling stock, which limits the number of potential suitors for providing the service. Some commuter rail services are operated by metropolitan, regio- nal, or state agencies that have experience crossing jurisdictional boundaries, but currently do not provide high-speed rail or manage a large intercity network. Amtrak is currently the only national intercity rail provider, but it likewise lacks the rolling stock needed for high-speed rail and will need dramatic enhancement to operate the service. This is more likely with the backing of federal re- sources, but such public financial support would only add fuel to an already contentious political issue at a time when many law- makers are calling for government contraction. The only compa- nies that have experience operating interstate high-speed rail are foreign agencies; while they might have an interest in expanding their markets, as entities subsidized and run by foreign govern- ments their entry into the US is quite difficult to imagine. An addi- tional option is existing airline operators, who could be encouraged through incentives to convert some of their short-haul service to train operations and are ideally positioned to coordinate train and airline service where transfers between the two modes would be required, such as at airports. But most airlines also currently lack the capital and the interest to operate rail systems. It would require substantial investment in a new, foreign, and uncertain business, and it is difficult to imagine air travel people getting into the train business. No solvency: Must involve state and locals in deciding where the trains are goingMust determine the best stopping points for trains; must account for the urban population of ridersLane 2012(Bradley W. MPA Program, The University of Texas at El Paso, “On the utility and challenges of high-speed rail in the United States” Journal of Transport Geography 22 (2012) 282–284 www.elsevier.com/locate/jtrangeo) 5. Challenges of the last mile Another potential stumbling block is transportation’s version of the ‘‘last-mile’’ problem. High-speed rail may have excellent utility potential for providing regional inter-city transport, but major questions exist around the transportation that must occur once people get off that train in the city. A centralized, dense, and highly-accessible location to place a stop for the high-speed train will be necessary so that it can then connect riders of the train to the rest of the city’s transport network. Many metropolitan areas are lacking in the accessibility provided by non-automotive modes, especially outside of downtown areas near existing transit stops or stations. Likewise, the low-density, automobile-oriented develop- ment that has overwhelmingly dominated US cities in the inter- state highway era is ill-suited for the type of access provided by high speed rail. Public transit has struggled in these areas for the same reasons. Train stations themselves may be difficult to build and locate in dense, well-developed downtown areas due to the same right-of-way issues as inter-city track acquisition. Other op- tions include access to rental cars at train stations, but adding vehicular traffic is undesirable. Taxi services may be the first and fastest to benefit from high-speed rail entering urban areas, and the number of service providers may expand. If public transit is to tie into high-speed rail, there will have to be investment and support to coordinate local agency operations with regional or na- tional high-speed rail entities. If high-speed rail is going to compete with or replace short-haul airline flights, it would be much more convenient if it also stopped at airports in major cities. Connections between high-speed rail and long-haul flights would have to be coordinated in a similar manner to the existing hub and spoke airline system. Stopping at airports in addition to central cities may also significantly improve intra-city accessibility from the high-speed rail network. Most air- ports feature access to rental cars and taxis, as well as increasing amounts of connectivity to urban mass transit. A final pair of access questions remains: where and how fre- quently will high-speed trains stop in between major metropolitan areas? Airline deregulation robbed many small and mid-sized cit- ies in the US of air travel access. The arrival of high-speed rail that provides direct connections to airports could improve access to air travel to many of these places. However, the train cannot stop too frequently or it loses its speed benefits. Similar to the original rail- road boom of the 19th century, there will be winners and losers among small and mid-sized American cities with respect to getting access to high-speed rail. Directory: files files -> Answer True False 2 points Question 2 files -> Integer programming and game theory files -> 4 Integer Programming files -> Bpa vehicle Window Repair Scenario #1 task: Procure vehicle window relacement. Objective files -> Pop Warner History files -> North Carolina Inclusion Initiative Mapping Where Children with ieps are Being Served Purpose files -> Fall 2013 Spring 2014 Program Data: Standard 1 Exhibit 4d files -> Hanban – asia society confucius classrooms network 2010 request for proposal files -> Northern England’s set-jetting locations Download 0.9 Mb. 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