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** Off Case Extensions/Responses**
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** Off Case Extensions/Responses****CP Responses**AT CP Generic—Fed KeyConsistent, dedicated federal funding streams are keyGalbraith, MA in economics, 10—MA in economics from the London School of Economics, Nieman fellow in journalism at Harvard, fmr writer for The Economist, clean energy reporter for the New York Times (Kate, 9/5/2010, “U.S. Plays Catch-Up on High-Speed Rail”, New York Times, http://www.nytimes.com/2010/09/06/business/energy-environment/06green.html?_r=1, AL) But the biggest question mark hovering over the future of high-speed rail in the United States is funding. The $8 billion allocated in the stimulus package is not nearly enough, particularly because it is spread across a range of projects around the country. California’s new system alone could cost $40 billion. State governments will shoulder a substantial share of the costs, and they are grappling with budget deficits. Mr. Gertler of HNTB said that one key will be consistent spending from the federal government. He envisioned a dedicated stream of funding, like the gasoline tax, which pays for highway maintenance. “The biggest obstacle is a permanent, sustainable and secure source of funding into the future,” he said. AT States—PermFederal down payment gets states on board—California provesKehs 10—public relations officer for high-speed rail advocacy group Hill & Knowlton, General Manager of the Washington DC Office of Hill & Knowlton (Michael, October 2010, “High-Speed Rail can Keep the Economy on Track”, US High Speed Rail Association, http://www.ushsr.com/images/High_Speed_Rail_can_Keep_the_Economy_on_Track_1_.pdf, AL) The benefits of a HSR system nationally, once established, will comprise the greatest change to the way Americans travel since the establishment of the interstate highway system. And as I said in June at the US HSR conference in Los Angeles, there’s no better place to start than right here in California. Our largest and most productive state in the union, California represents an opportunity to set a constructive pattern and model for the nation. As Californians and others are so fond of saying “as California goes, so goes the nation.” But we are not without our challenges. Like so many states, California finds itself in fiscal peril with many competing priorities vying for attention in Sacramento. But HSR presents a light at the end of the tunnel. With a $2.25B down-payment from the federal government – to include the recent $194M federal grant from the Federal Rail Administration that will help pay for preliminary engineering and environmental analyses of segments connecting San Francisco to Anaheim – we have the momentum behind us to make our case. AT States—SolvencyStates mismanage funds and overspendJulian, Stanford researcher, 10—fellow at the Hoover Institute, a Stanford University think tank (Liam, 3/24/2010, “The Trouble with High-Speed Rail”, The Hoover Institution at Stanford University, http://www.hoover.org/publications/policy-review/article/5296, AL) Nonetheless, the Obama administration pushes onward, encouraging states such as Florida and California to concoct bogus high-speed rail plans and then dispersing billions of dollars to them. All the while, nobody has an accurate idea of what these scattered high-speed systems will actually cost the country, all total, in the end. History shows that official construction estimates are usually lowballed big-time. A 1990 evaluation by the U.S. Department of Transportation of 10 major American rail transit projects found that their average cost overrun was about 50 percent; the real costs of seven of the ten projects were between 30 and 100 percent higher than their original estimates. A 2003 study carried out at Aalborg University in Denmark evaluated 258 transport infrastructure projects completed in 20 nations on five continents between 1927 and 1998. It found that the costs of nine out of ten projects were underestimated, and that for rail, actual expenses were some 45 percent higher than predicted. Ridership projections are typically way overshot, too, though not as whoppingly so as in Florida and California. AT CP Private—Perm/SolvencyPublic-private partnerships solve best—governmental leadership is keyDowney, director at WMATA, 11—Member of the Board of Directors at Washington Metropolitan Area Transit Authority, Senior Advisor at Parsons Brinckerhoff, fmr deputy secretary at the US Department of Transportation, AMP from Harvard, MPA in public administration from New York University, BA in political science from Yale, magna cum laude (Mortimer, September 2011, “An Introduction to High Speed Rail - A Multidisciplinary Challenge”, Velocity Network Issue No. 73, http://www.pbworld.com/pdfs/publications/pb_network/pbnetwork73.pdf, AL) Leadership, both governmental and corporate, will be critical in establishing the foothold for these investments to reach their maximum potential. US national and regional policy makers need to understand their options and make the choices that make for optimum investments with limited resources. If we can invest in HSR to move people within a mega-region like the Northeast Corridor or California, shouldn’t we reconfigure those region’s air services to serve different needs for international and intercontinental travel, rather than competing with the improved rail service? On the highway side, there’s talk of a new generation of Interstate Highways, closing gaps and making connections that aren’t there now even as we rebuild our fifty year old roadways and bridges. Wouldn’t it make sense to do that planning in a way that takes rail opportunities into account? That’s a role for government— federal, state and local—and as we look more and more to public-private partnerships to finance key assets, the private sector has an interest as well. Considering the mega-regional opportunities, we may have to create new instruments of government to develop systems that transcend state and local boundaries but are smaller in scope than the nation as a whole. Cooperative efforts have taken us part of the way, but investments that serve broad regional needs and intersect with local services and facilities have to be approached with the perspective of the broad region. 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. Share with your friends:
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