All their disads are non-unique – a Privatization’s inevitable internationally
d) They’re unsustainable for other reasons
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- 1nc – at: airlines – n/u – delays Delays are a unique bright spot McCartney 6
- 1nc – at: airlines – link turn – delays Frischling 14
- ***TERRORISM 1nc – at: terrorism – n/u – efficiency No redundancy – our ev is from people on the ground Berrick 9
- 1nc – at: terrorism – n/u – innovation Berrier 10
- 1nc – at: terrorism – n/u – behavior detection Pistole 12
- 1nc – at: terrorism – n/u – bomb dogs Kane 10
d) They’re unsustainable for other reasons CAPA 12 – CAPA Center for Aviation (9/10/12, “Airlines in Transition – A rust belt industry in need of revenues,” http://centreforaviation.com/about-capa/updates/airlines-in-transition---a-rust-belt-industry-in-need-of-revenues-81070)//twemchen By definition anyone who flies on a commercial airline is among the world’s top 10% most affluent people. This distinguished group has discretionary money to spend and has demonstrated a will to do so by getting on a flight. The Top 10% are patently the world’s best marketing targets. And airlines know all of them; very intimate data are available to be mined. Yet, through a combination of silo thinking and antique technology, legacy airlines are looking in the other direction, still entirely focused on what is repeatedly described as “an unsustainable business model”, buying large amounts of expensive boys’ toys, constantly in conflict with their legacy unions, regulators, suppliers and airports, burning billions of dollars of fuel – and drastically underperforming financially. 1nc – at: airlines – n/u – satisfaction Frischling 14 – Boarding Area – Flying With Fish (Steven Frischling, 1/24/14, “Why Rep. John Mica Really Wants To Privatize The TSA … Corruption, Agendas & Personal Financial Gain,” http://flyingwithfish.boardingarea.com/2014/01/24/why-rep-john-mica-really-wants-to-privatize-the-tsa-corruption-agendas-personal-financial-gain/)//twemchen At each airport the TSA has comment cards passengers are free to fill out and submit back to the agency with feedback about their experience. At some airports the comment cards are overwhelmingly negative, however at Orlando Sanford International Airport the airport has such a small passenger base than only just over 100 comment cards were submitted last year. Of those 100 or so comment cards, only five … let me repeat that FIVE … were negative (not counting one complaint about the odor of a TSA screener). The statistical number of complaints against the TSA at this airport is so small it doesn’t even register. In fact, the vast majority of comments submitted to the TSA by passengers at Orlando Sanford International Airport are glowingly positive in a way that is almost incomparable to other airports. Compliments from mothers traveling alone with children, compliments from frequent business flyers, one gushing comment from a Southwest Airlines pilot deadheading elsewhere that states it was their first time ever submitting a comment card, but they wanted the TSA at the airport commended. 1nc – at: airlines – n/u – delays Delays are a unique bright spot McCartney 6 – staff writer at the Wall Street Journal (Scott McCartney, 6/27/6, “A Silver Lining for Fliers: Fewer Delays,” http://www.wsj.com/articles/SB115137097137091410)//twemchen It has been billed as potentially one of the worst travel seasons in years, with high airfares and packed planes. But, so far this summer, there are at least a couple of bright spots for fliers: There are fewer airline delays and cancellations than last year. Between May 25 and June 15, 22.7% of all flights at the 10 biggest airlines have been late, better than the 25% late rate last year on the same days, according to FlightStats Inc., which tracks airline flight performance. The average delay was about the same as last year: 53 minutes. This season air-traffic controllers have a new foul-weather tool that also appears to be helping. So far, based on preliminary results, it has cut the number of delayed flights in half on stormy days, compared with last year. This year marks the busiest summer air-travel season since 2000. Airlines have trimmed domestic capacity because of high fuel costs, enabling them to push fares higher. Despite more-expensive tickets, more people are traveling this summer than last year. That, plus the reduced capacity, is resulting in fuller airplanes. In May, airlines filled 80.7% of their seats, according to the ATA, up from 78.8% in May 2005. That's the highest load factor for the month of May ever recorded by the industry. The somewhat rosier picture of delays and cancellations was marred this past weekend, as rain soaked the East Coast and slowed travel, revealing just how fickle the jammed-to-capacity air-travel system is. US Airways Flight 1205 from New York-La Guardia to Charlotte, N.C., and Continental Airlines Flight 1831 from Boston to Cleveland were both more than five hours late on Friday, according to FlightStats. Several other flights landed more than four hours overdue. Also, fliers have recently faced periodic long waits at security checkpoints at some airports. At Terminal 5 in Los Angeles, home to Delta Air Lines, a maximum wait of 58 minutes was recorded by the federal Transportation Security Administration early on a Thursday morning; a 58-minute wait also was recorded at La Guardia's Concourse B, which houses several discount airlines, on a Monday at 3 p.m. Waits of 45 minutes or longer were recorded in Seattle, New York's Kennedy Airport, Fort Lauderdale and Orlando, Fla., and Minneapolis during that four weeks, according to TSA data. In addition, waits of at least 30 minutes were sporadically experienced in Atlanta, Boston, Chicago-O'Hare, Dallas-Fort Worth, Denver, Las Vegas, Miami, Newark, N.J., Phoenix, Salt Lake City and Washington-Dulles. Overall, the picture isn't that bleak. Indeed, the TSA says lines at airport security checkpoints are moving at about the same pace as last summer, even though overall traffic is up. "For the most part, we feel pretty comfortable with the direction it's going," says Earl Morris, the TSA's general manager for field operations. Long waits at TSA checkpoints have been a worry for travelers because staffing at some big airports was below authorized levels going into the summer rush. To avert painfully long waits, TSA shipped extra screeners from its national force to Los Angeles International, Washington-Dulles and other airports with staffing shortages. Long lines in Los Angeles became an embarrassment when the TSA told local officials that lines stretching out of terminals onto the sidewalk were gone "forever" at LAX. Six days later, a line stretched out to the sidewalk and became front-page news for the Los Angeles Times. The TSA says those long lines often result from problems like broken-down X-ray machines or disruptions to airline schedules that may send a pack of passengers from one terminal to another. Sometimes, there are just plain rush-hour bottlenecks. Fort Lauderdale on Fridays frequently has long lines, for example. On the whole, the average wait at security checkpoints is around 15 to 20 minutes at peak travel times, and less at off-peak times. One change the TSA has made at some airports to speed up security lines is to remove some metal detectors, leaving one metal detector for every two X-ray machines. Though it would seem that such a move would slow down the process, the TSA has found that the reduction actually speeds up lines, in part because security screeners who had staffed the metal detectors are moved in front of X-ray machines to help travelers empty pockets and get bags screened more quickly. The change was made in Los Angeles at the start of the summer season and has sped up screening, TSA and local airport officials say. The TSA is currently reconfiguring lanes at Washington's Dulles Airport to the new setup. The TSA has also pushed to speed up local hiring at big airports. The agency fell behind on hiring earlier this year when it switched from a national recruiter to making local TSA officials do their own hiring. But hiring now exceeds attrition, the TSA says, and the agency is fully staffed at all but 28 airports. Extra screeners from a mobile national force have been sent to understaffed airports, and some have been authorized to hire contractors to help people load luggage onto bomb-screening machines, freeing up federal screeners for other duties. With flights fully booked, airlines have fought to avoid cancellations and keep people moving, knowing there are few empty seats available to accommodate stranded travelers. In the first three weeks of the summer period, only 0.7% of flights were canceled, compared with 1% a year earlier, according to FlightStats. The Federal Aviation Administration says flight delays were up slightly in April and May, but have been down so far in June, before the weekend East Coast rain. The total number of flights in the sky is down slightly because of airline cutbacks, but some key cities like New York and Las Vegas have more traffic than last year, said Mike Cirillo, vice president of system operations at the FAA's Air Traffic Organization. The FAA has been trying out a new software tool that targets specific flights for delay when bad weather temporarily closes some air routes, rather than simply delaying all flights bound for specific airports. In the past, a line of thunderstorms in New York and Pennsylvania might have prompted delays for all flights headed to Boston to thin out traffic, Mr. Cirillo said. Now, the Airspace Flow Program lets controllers targets only flights scheduled to fly through the stormy area, leaving flights between Florida and Boston unaffected, for example. The program has been used three days so far this month, on June 9 and twice last week, and it cut the number delays by about half in its first two uses compared with typical storm days last year. Data are still preliminary, Mr. Cirillo noted, and the new program, like the rest of the U.S. air-travel system, will face bigger tests later this summer. 1nc – at: airlines – link turn – delays Frischling 14 – Boarding Area – Flying With Fish (Steven Frischling, 1/24/14, “Why Rep. John Mica Really Wants To Privatize The TSA … Corruption, Agendas & Personal Financial Gain,” http://flyingwithfish.boardingarea.com/2014/01/24/why-rep-john-mica-really-wants-to-privatize-the-tsa-corruption-agendas-personal-financial-gain/)//twemchen Miami Herald: "Argenbright also came under criticism in 1999 for security breaches that caused delays of Northwest Airline flights." The Herald reported on September 13, 2001, (accessed via Nexis) that Argenbright "came under criticism in 1999 for security breaches that caused delays of Northwest Airline flights." The Herald further noted that Argenbright "was also found to have committed dozens of violations of federal labor laws against its employees at Los Angeles International Airport, an administrative law judge ruled in February 2000." From the Herald: Argenbright also came under criticism in 1999 for security breaches that caused delays of Northwest Airline flights. Argenbright was also found to have committed dozens of violations of federal labor laws against its employees at Los Angeles International Airport, an administrative law judge ruled in February 2000. The violations included 40 suspensions and final warnings stemming from a strike by the employees in April 1999. The violations also include the disciplining of another union activist and threats, both written and verbal, against the Argenbright employees. Among other disciplinary action, Argenbright was required to remove warnings from files related to the strike and give suspended workers back pay. ***TERRORISM 1nc – at: terrorism – n/u – efficiency No redundancy – our ev is from people on the ground Berrick 9 – Managing Director of Homeland Security and Justice Issues (Cathleen A. Berrick, 1/9/9, “Aviation Security: TSA’s Cost and Performance Study of Private-Sector Airport Screening,” http://www.gao.gov/new.items/d0927r.pdf)//twemchen TSA officials at three of the SPP airports we visited stated that they believed that there were no unnecessary redundancies in the supervisory area between TSA and contract screening personnel. However, a TSA official at another airport we visited suggested that duplication between TSA and the contractor’s staff could be reduced and resources could be used more efficiently if the SPP concept were implemented on a regional basis. Under the present system, a hub airport may participate in the SPP although none of its spoke airports do so. Therefore, TSA may use hub airport staff to perform various tasks, such as training, for federal screening personnel working at the spoke airports, while the private screening contractor may hire staff to perform similar functions for private screening personnel working at the hub airport. 1nc – at: terrorism – n/u – innovation Berrier 10 – staff writer at Media Matters (Justin Berrier, 11/17/10, “Right-wing media promote call for private security at airports,” http://mediamatters.org/research/2010/11/17/right-wing-media-promote-call-for-private-secur/173442)//twemchen Prior to TSA's takeover of airport security, government agencies repeatedly raised questions about security workers. The Atlanta Journal-Constitution reported in September 2001 (accessed via Nexis) that "[i]n 1998, the FAA Inspector General's Office made 173 attempts to improperly enter secure areas at eight airports. They were successful 117 times, records show." The AJC further reported that in a 2000 report, the General Accounting Office (GAO) "noted an unusually high turnover rate of airport security screeners -- averaging 126 percent annually for the nation's 20 busiest airports" and that "[s]creeners are being placed on the job without having the abilities or knowledge to perform the work effectively." From the AJC: Government agencies have regularly raised questions about airport security workers. In 1998, the FAA Inspector General's Office made 173 attempts to improperly enter secure areas at eight airports. They were successful 117 times, records show. In a report last year, the General Accounting Office, the federal watchdog agency, noted an unusually high turnover rate of airport security screeners averaging 126 percent annually for the nation's 20 busiest airports. The turnover rate at Atlanta's Hartsfield International Airport was the nation's second highest, 375 percent between May 1998 and April 1999. The GAO found screeners typically earn minimum wage. "Screeners are being placed on the job without having the abilities or knowledge to perform the work effectively," the GAO's report said. 1nc – at: terrorism – n/u – behavior detection Pistole 12 – TSA administrator (John Pistole, 8/17/12, “Behavior detection is working,” USA TODAY, Lexis)//twemchen There is no one silver bullet approach to overall airport security. This is why the Transportation Security Administration utilizes a risk-based, intelligence-driven layered approach to security, using everything from passenger information to technology and importantly, behavior-detection techniques. Looking for suspicious behavior is simply common sense. Law enforcement does it every day in communities across the country and around the world. Using these same techniques, TSA behavior-detection officers engage in casual conversations with travelers while looking and listening for behavioral cues such as facial expressions, body language or other behavior that may indicate a security risk. If signs are found, officers may ask for follow-up conversation with the passenger and perhaps more thorough screening. This approach is working. In the past month alone, TSA officers trained to pick up on behavioral cues saved a beaten and kidnapped woman from her kidnappers in Miami and came to the rescue of a man having a heart attack in Boston. Our behavior-detection program is a critical part of our approach to securing travel, but profiling passengers on any basis is simply not tolerated. Profiling is not only discriminatory, but it is an ineffective way to identify someone intent on doing harm. Officers are trained and audited to look for observable behaviors and behaviors alone. We are also enhancing this training to ensure maximum effectiveness. While deterrence is an important outcome of TSA's security protocols and initiatives, it is also difficult to measure. But when security measures deter a would-be terrorist from attempting to carry out a planned attack, we have succeeded. The behavior-detection program is an internationally proven way to observe possible threats. We are committed to making sure this program is effective and is being implemented appropriately. In this country, threats are real and the stakes are high. Let's continue working together to protect our transportation system and the traveling public. 1nc – at: terrorism – n/u – bomb dogs Kane 10 – researcher and consultant in animal nutrition, Ph.D. (Ed Kane, PhD, 6/14/10, “Dogs' noses sniff out bombs,” Advanstar Communications, DVM, Lexis)//twemchen The Animal Health and Performance Program (AHPP) at the Auburn University College of Veterinary Medicine was created with the mission to advance and disseminate knowledge in the area of animal health and performance. The AHPP is home to the Canine Detection Research Institute (CDRI) and the Veterinary Sports Medicine Program (VSMP). The team at CDRI takes dogs' noses very seriously. A dog's nose can outperform even the most sophisticated technology. "Dogs are sensitive, or more sensitive to at least some substances, than instrumental systems," says James M. Johnston, Ph.D., former Director of Behavioral Research at the Institute for Biological Detection Systems (IBDS) at Auburn University, now the CDRI. "When we were developing the various detection dog applications, we realized that the dog could do even more than we were giving it credit for," says John Pearce, associate director at CDRI. The dog's ability to detect odor is the focus of the CDRI's research and canine training program. Established in 1989, this one-of-a-kind facility is dedicated to studying canine olfaction. The Canine Detection Training Center (CDTC) is one of the largest canine detection training programs outside of the federal government. After 9/11, the CDRI established the CDTC, in order to train law enforcement agencies in dog detection principles. After the closure of Fort McClellan in Anniston, Ala., Auburn University received 320 acres and 17 facilities of the former army base for its CDTC training center with a 99-year lease. The CDRI conducts research and provides solutions for foreign and domestic military, government agencies and private industry applications. Its varied research program includes exercise physiology, olfaction, training, conditioning, nutrition, biomechanics, general performance and field and clinical veterinary medicine. The CDRI has developed advanced training, conditioning and search protocols that have drastically improved the performance of detection dogs. Developing the elite According to Pearce, one of the missions of the CDRI is to develop an ultimate breed that would develop into an excellent detector dog. The Australian Customs Service gave CDRI some Labrador Retriever breeding stockte lower the inbreeding coefficient. CDRI is also evaluating other breeds for future breeding stock, such as German Short-Haired Pointers. "We're looking at different outside-the-box applications and how we can get a dog to do various tasks," Pearce says. Recently, the CDRI developed an improvised explosives device (IED) detection dog and a vapor wake detection dog. These novel approaches have placed the dogs in vital roles such as protecting the President of the United States and the U.S. Capitol building during the inauguration, as well as helping protect soldiers and civilians in Iraq and Afghanistan. These dogs also work in airports around the U.S. The IED detection dogs have successfully served with the U.S. Marine Corps Infantry in Iraq. "We didn't lose one Marine out of those units in which those dogs were deployed," Pearce says. How dogs work According to Johnston, dogs have the ability to use concentration grathent information to locate an odor source. The dog coming into contact with the periphery of a vapor plume will initially encounter only relatively low concentrations of target compounds. Dogs are also extremely efficient in processing information. Minimal sampling effectively guides them to rapidly deploy to the odor source. Dogs are tasked to move from very low concentration grathents to higher vapor concentration grathents. Not only are dogs able to detect target odors, but they can discriminate them from non-target odors, even when the non -target odors are of higher concentration. Dogs are capable of learning a number of odor discriminations that can be demonstrated interchangeably. Alhough most target odors are actually comprised of many different odor compounds, the dog is thought to detect and respond to only a few and learn to recognize a substance in terms of its most abundant vapor constituents. In the case of explosives, the most abundant compounds are solvents. Mobile detection Besides the dog's sophisticated olfaction capabilities, the CDRI notes its other unique advantages over equipment technology. The vapor wake detection dog is intended for use in venues attended by large numbers of people such as airports. The dog can instantaneously sample plumes of air coming from persons and from what they are carrying through 'choke points' such as security screening areas, ticket and gate areas. Unlike stationary equipment, dogs are mobile and can maneuver through crowds. They are also psychologically a deterrent against terrorist acts. Plus, dogs' vapor collection, signal processing and detection cycle times are instantaneous, and therefore less likely to be foiled by terrorists. Unlike equipment and machines that may be compromised, each animal is different. "With the inclusion of the Animal Health and Performance Program, the CDRI team is able to address not only detection dogs, but bird dogs, retrievers, guide dogs and agility dogs," says Robert Gillette, DVM, MSE, Director of AAHP, CDRI and VSMP. Through its research, the CDRI is also looking at the psychological component of a dog's performance, which can affect metabolic function and its ability to perform its designated tasks. It was once thought that when you work or exercise an animal, you were stressing the animal. But what the team is finding is that the work itself releases stress, and so the dog actually is in a better state of mind while working or exercising. Initially, when it was recognized that dogs had the ability to detect various substances, the effort was made to understand the dog's capability and to try to design machinery and technology to mimic the ability. That was a portion of the mission of the original IBDS. "What we found during the 1990s was that we can develop instrumentation that can perform some of the tasks that a dog can do, but we've never been able to develop instrumentation that would beat the whole package of the dog's capabilities," Gillette says. It is difficult to maneuver an instrument to determine where the source is - you have to take a machine to the source. "Machines can be developed that detect certain levels of certain chemicals or odors, but we still don't have the whole package," Gillette says. Although according to regulations a dog can't invade the private space of an individual, that doesn't mean that a dog can't smell air or vapors within a given area. "It's not our intention for the dogs to directly smell people," says Gillette. "In large areas such as airports, train stations and event gatherings, what we can do is have the dog smell vapors within its reach." The distance is somewhat dependent on many factors, especially how the scent is deployed from the source. For example, in a subway location, the air moves within an enclosed space and in and out. This creates a different air flow than in an open airport terminal. In the case of the incident on Northwest Airlines flight 253, how close would a trained detection dog have to have been to have picked up that explosive? Probably not that close. Certainly if vapor wake detection dogs were utilized in the airport, they might be able to detect explosives within that environment, on persons or within a carry-on. In the general case of the airport scenario, does the dog have to be within inches of its target? Not necessarily. "A dog can be within 10 to 50 feet and can pick it up the scent," Gillette says. "Within any venue, such as an airport, if we can find an area where there is a bottle neck, then that compresses the potential sources within the space where a dog can work, scent or detect. Even if a person walking with an explosive backpack moved within an area, a doghandler team could go into that area at a later time, up to 15 minutes afterward, detect the device and follow that scent trail through the terminal to where that person was standing." Smell and detect The dog smells the area around it for the odor it has been trained to detect and indicate. Once the dog does, it will go to the area of the source where the scent is. Handlers can either bring the source of the scent to the dog, or locate the dog within a security gate location or access or entry point to detect odors of potential explosives on people walking by. You can also have a dog work within a group or congregation of people, or within an audience at an event. At any location, typically the detection dog smells baggage or equipment It also investigates areas like trash bins or places where explosives may have been left. If there is a random bag left in an area and no one knows what it is, the dog can check it. "Those are more of your typical detection dog scenarios," Gillette says. "What we've found is that we haven't really tapped the full potential of the dog yet," Gillette says. "We found that by optimizing the metabolism of the dog, with correct nutrition and good exercise programs, dogs are performing activities that help strengthen them to handle the rigors of work and that they're able to work, longer periods of time before they fatigue." The CDRI team is not forcing the dogs to do things that they don't want to do, but they select dogs that have the drive and desire to perform various tasks. "At some point, you want the dog to be performing at an optimum level, not maximized," says Gillette. At a maximal level, recovery time is too long. So they want the dogs to be functioning optimally so they're not stressing their systems. That allows the dog to think, to detect and to be able to utilize all its olfaction abilities to its greatest potential. "We've found with exercise programs, conditioning programs and good diets and supplements, we can actually increase the detection ability of the dogs," Gillette says. "We treat the detection dog like an athlete and manage them with conditioning and proper nutrition that enhances the dog's abilities." The CDRI Vapor Wake Detection dogs detect and trace explosive odors to their source. The dogs' training could have given them the ability to have detected the PETN explosive sewn into the underwear of the alleged bomber on Dec. 25th. "It is quite often that the TSA does that here in the U.S., where a dog would go and smell the plane," says Gillette. "And it is done at random, so in a sense it is as much of a deterrence, as it is to detect any substances." Could the TSA adopt a program where dogs are used on random flights once the passengers were seated, and a detection dog walks through the cabin to check for potential explosives or devices? "I think that the detection dog should be included in any security plan," states Gillette. The worldwide terrorism deterrent program may not be based solely upon the dog, but detection dogs may be a key component to a successful defense strategy against explosive attacks in this country or anywhere in the world. When it comes to dogs, their noses knows. 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:
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