High Speed Rail Affirmative 1ac – Energy Module (1/4)
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A/T: Budget DAHSR costs less than upkeep of highway and current infrastructure California’s planned 220 mph high-speed train system will cost less than half as much as building more freeway lanes and airport runways and will increase mobility while cutting air pollution and reducing the greenhouse gas emissions that cause global warming. In addition to relieving traffic congestion by keeping cars off the roads, the system will eliminate traffic delays at existing at-grade railroad crossings by replacing crossings with overpasses or underpasses. And by moving people and goods quicker and cheaper than they are now, the system will boost productivity to new heights. When it comes to safety, studies have shown that high-speed trains will reduce the number of traffic accidents on roads and highways. Plus, high-speed trains have the best record of passenger safety of any mode of transportation everywhere in the world.[p61] A/T: States CP
GAO ’10 [Government Accountability Office: Report to Congressional Committees – “HIGH SPEED RAIL: Learning From Service Start-ups, Prospects for Increased Industry Investment, and Federal Oversight Plans” – June – http://www.gao.gov/new.items/d10625.pdf] Industry stakeholders agreed that the time frame for building more intercity passenger rail capacity in the United States depends upon the level of public funding committed. They further stated that a stable federal funding stream would encourage firms to enter the marketplace and to make investments. For example, passenger rail car manufacturers discussed the time commitment involved in designing, testing, and manufacturing passenger rail cars. As a result, they stated that they need to ensure that funding will be available throughout the entire process. While the Recovery Act funding waives the PRIIA nonfederal match requirements for capital investments, the fiscal year 2010 appropriation for intercity passenger rail projects requires at least 20 percent of the project’s capital costs to come from nonfederal funding sources. If states or other grantees do not come up with their share, they will be unable to use the federal funds. Industry stakeholders stated that, in order to be successful, intercity passenger rail service would need stable state operating support in addition to capital funding provided by the federal government because all of the passenger rail systems we studied required some level of public operational and capital subsidy.39 One freight railroad official noted that, historically, state fluctuations in ridership and inaccurate ridership and revenue predictions have resulted in a financial shortfall that put private railroads at risk, leaving right-of-way owners concerned about the potential sunk costs of underutilized passenger rail equipment and higher speed rail infrastructure. However, during the current economic environment, it is uncertain the extent to which states will be able to provide funding support—capital or operating—as simulations show near-term projected state and local deficits continuing for several years into the future.40
Geddes ’11 R. Richard Geddes – Associate Professor, Department of Policy Analysis and Management at Cornell University – Testimony before the House Committee on Transportation and Infrastructure – “The Federal Railroad Administration’s High Speed and Intercity Passenger Rail Program: Mistakes and Lessons Learned” – December 6, 2011 – available at: http://www.aei.org/files/2011/12/19/-geddes-12612-testimony-on-high-speed-rail_145334197427.pdf) (PPP= public private partnerships) The public PPP sponsor may have a goal other than maximizing private investment in passenger rail infrastructure. The goal may be obtaining the best fare/service quality combination, for example. In that case, the sponsor can set the basic parameters of the contract, announce the precise criteria on which the winner will be determined, and accept bids. The key insight is that the PPP contracting approach is flexible enough to accommodate a variety of public sector sponsor objectives. I next review several salient benefits of the PPP contracting approach. The introduction of competition. One important social benefit of the PPP approach is that it allows for competition to be introduced into HSR service provision. Competition encourages firms to provide quality service at a low cost, to be responsive to customer’s needs, and to encourage competitors to innovate. The competitive benefits of PPPs can be realized on both NEC and non-NEC routes. The articulation and enforcement of clear key performance indicators. An important social benefit of the PPP approach is simply that a contract exists. The contract includes details regarding what actions constitute adequate performance on the contract. The PPP approach thus encourages the public sponsor to reflect upon, and articulate, what specific actions by the private partner constitute excellent, or poor, performance. This will improve service provision. This may include metrics about major issues, such as the reliability and frequency of train travel, but also more detailed considerations such as the cleanliness of cabins, restrooms, and dining cars. The provision of fresh capital. One key consideration is that the PPP approach allows fresh capital to be injected into passenger rail in the United States. In many cases, the public sector simply does not possess the necessary resources. Reliance on private capital is thus the only way to complete necessary renovations, upgrades, and maintenance that result in safer, faster, and more efficient service. But it also results in substantial savings, since a project will be completed faster under the PPP contracting approach where the private capital is readily available to get work done quickly. The introduction of new technologies and the fostering of innovation. One key advantage of the PPP approach is that the private sector has incentives to develop new technologies, and has the resources to implement them. This results in lower costs and improved service. 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 0.59 Mb. Share with your friends:
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