Transportation Neg - Regents - CNDI 09

8/9/2019 Transportation Neg - Regents - CNDI 09

1/65

Berkeley 2009Automobiles Negative

Regents LaboratoryAutomobiles Negative

Solvency ArgumentsAutomobiles Negative...................................................................................................................................................................1****Solvency****........................................................................................................................................................................3

Solvency Frontline (1/14)..............................................................................................................................................................3Solvency Frontline (2/14)..............................................................................................................................................................4Solvency Frontline (3/14)..............................................................................................................................................................5Solvency Frontline (4/14)..............................................................................................................................................................6Solvency Frontline (5/14)..............................................................................................................................................................7Solvency Frontline (6/14)..............................................................................................................................................................8Solvency Frontline (7/14)..............................................................................................................................................................9Solvency Frontline (8/14)............................................................................................................................................................10Solvency Frontline (9/14)............................................................................................................................................................11Solvency Frontline (10/14)..........................................................................................................................................................13Solvency Frontline (11/14)..........................................................................................................................................................14Solvency Frontline (12/14)..........................................................................................................................................................15Solvency Frontline (13/14)..........................................................................................................................................................16

Solvency Frontline (14/14)..........................................................................................................................................................17***Ext. 1. Warming Turn ...........................................................................................................................................................18Uniq.: Critical Time.....................................................................................................................................................................18Link: Plan = Warming.................................................................................................................................................................19Impact: Extinction.......................................................................................................................................................................20***Ext. 2. Pollution Turn ...........................................................................................................................................................21Impact: Pollution Kills................................................................................................................................................................21Impact: Biodiversity....................................................................................................................................................................22***Ext. 3. Oil Dependence..........................................................................................................................................................23Impact: War.................................................................................................................................................................................23A/T: Caf Standards ...................................................................................................................................................................24***Ext. 4. Infrastructure..............................................................................................................................................................25A/T: Building...............................................................................................................................................................................25***Ext. 5. Congestion.................................................................................................................................................................26Link: More Cars = Congestion ...................................................................................................................................................26Link: Employers look for close work..........................................................................................................................................27I/L: Trucking Key to Econ..........................................................................................................................................................28***Ext. 6. Food Prices.................................................................................................................................................................29Link: More cars = high prices.....................................................................................................................................................29***Ext. 7. Drivers Licenses.........................................................................................................................................................30Cant Obtain................................................................................................................................................................................30***Ext. 8. Expenses....................................................................................................................................................................32Link: Families Cant Afford........................................................................................................................................................32Auto Advantage Case D..............................................................................................................................................................33Japan Econ High..........................................................................................................................................................................34Japan Econ High..........................................................................................................................................................................35Auto Industry High......................................................................................................................................................................36Auto Industry High Cash For Clunkers....................................................................................................................................38Auto Industry Fail Inevitable.......................................................................................................................................................39Econ High....................................................................................................................................................................................40Jobs Advantage............................................................................................................................................................................41Stimulus Solved...........................................................................................................................................................................42

No Solvency................................................................................................................................................................................43Pollution Low..............................................................................................................................................................................45****TRANSIT CP****..............................................................................................................................................................461NC CP SOLVENCY..............................................................................................................................................................46Warming = Net Benefit...............................................................................................................................................................47

1


2/65


Regents LaboratoryOil = Net Benefit.........................................................................................................................................................................49Spending = Net Benefit...............................................................................................................................................................50Pollution = Net Benefit................................................................................................................................................................51

Now Key......................................................................................................................................................................................52Public Transportation > Cars.......................................................................................................................................................53

CP Popular...................................................................................................................................................................................55CP Popular...................................................................................................................................................................................56Auto Industry Advantage CP.......................................................................................................................................................571NC CP........................................................................................................................................................................................582NC Solvency..............................................................................................................................................................................592NC Solvency..............................................................................................................................................................................60Politics Links...............................................................................................................................................................................61Plan Popular.................................................................................................................................................................................62Pland Unpopular..........................................................................................................................................................................63Aff Cards.....................................................................................................................................................................................64Housing Add-On.........................................................................................................................................................................65

2


3/65


Regents Laboratory****Solvency****

Solvency Frontline (1/14)

1. Turn: Warming -

A. Earth is at a tipping pointUnited Nations; Governing Council of the United Nations Environment Programme; 11November 2007Findings of the fourth Global Environment Outlook report Pg. 7Environmental changes affect human development options, with poor people being the mostvulnerable to its effects. In the period between 1992 and 2001, for example, floods were the mostfrequent natural disaster, killing nearly 100,000 people and affecting more than 1.2 billion people.More than 90 per cent of the people exposed to natural disasters live in the developing world.Biophysical and social systems can reach tipping points, beyond which there are abrupt,accelerating or potentially irreversible changes. The four GEO-4 scenarios show an increasing risk

of crossing tipping points even as some global environmental degradation trends are slowed or reversed at different rates towards the middle of the century. Changes in biophysical and socialsystems may continue even if the forces of change are removed, as evidenced in stratospheric ozonedepletion and the loss of species.

B. Current suburban transportation habits put the planet endanger due to pollutionEnviornMed Research, Inc June 2009 (Cars, Air Pollution, and Health;http://www.nutramed.com/environment/cars.htm)The decision to drive cars long distances to work was common among people in North America andEurope in the past 60 years. Cities grew larger. The development of suburbs often placed homes far from work places; massive road construction encouraged extravagant car use. In retrospect, it is clear

that commuters made a mistake and they should stop commuting. Their mistake had health andeconomic consequences for them personally and for every other inhabitant of planet earth.Emissions from passenger vehicles increased in Canada and the US despite attempts to make enginesmore fuel efficient and despite the addition of antipollution devices. The two main reasons were: 1.vehicle use increased 2. in the US and Canada, cars were getting bigger; pick-up trucks, vans and sportsvehicles often replaced smaller, lighter passenger cars. An average new vehicle in 2003 consumed morefuel that its counterpart in 1988. In the USA in 1987 cars averaged 25.9 miles to the gallon. Fuelefficiency dropped to 24.6 miles/gallon by 1998 and is dropped further as larger vehicles replace smaller ones.Despite scientific evidence of climate change, governments in most affluent countries have avoided their responsibility to reduce emissions of greenhouse gases. The USA is the biggest emitter of greenhouse

gases worldwide. US emissions have increased to 7 billion tones of CO 2 in 2004, 16 % higher thanemissions in the late 90's. The UK has done better reducing their emissions to about 0.6 billion tons,14% below 1990 levels

3
http://www.nutramed.com/environment/cars.htmhttp://www.nutramed.com/environment/cars.htm


4/65


Regents Laboratory


C. Driving cars causes climate change catastrophesEnviornMed Research, Inc June 2009 (Cars, Air Pollution, and Health;http://www.nutramed.com/environment/cars.htm)Our ability to monitor and understand the atmosphere has taken a quantum leap in recent years. We havegone beyond nave linear models and now appreciate that if complex systems such as the atmosphere, theoceans, and land ecosystems change, they may become unstable and more unfriendly. Extra heat willcause more turbulence, and weather patterns will change in unpredictable ways. We have to understandthat actions such as driving cars whenever and wherever we please can change the atmosphere and leadto more catastrophes. Smart humans notice adverse changes and take action to minimize adverse consequences. But notall human are smart or prudent.

D. Warming Destroys All Life On Earth

Brandenburg & Paxson (PhDs)99 [John & Monica, Dead Mars, Dying Earth, p. 232]One can imagine a scenario for global catastrophe that runs similarly. If the human race adopted a mentalitylike the crew aboard the ship Californian- as some urge, saying that both ozone hole and global warming willdisappear if statistics are properly examined, and we need do nothing about either- the following scenario could occur.The ozone hole expands, driven by a monstrous synergy with global warming that puts more catalytic ice crystals into thestratosphere, but this affects the far north and south and not the major nations heartlands. The sea rise, the tropic roast

but the media networks no longer cover it. The Amazon rainforest becomes the Amazon desert. Oxygenlevels fall, but profits rise for those who can provide it in bottles. An equatorial high pressure zoneforms, forcing drought in central Africa and Brazil, the Nile dries up and the monsoons fail, Theninevitably, at some unlucky point in time, a major unexpected event occurs a major volcanic eruption, asudden and dramatic shift in ocean circulation or a large asteroid impact ( those who think freakish accidents do not occur have paid little attention to life or mars), or a nuclear war that starts between Pakistan and India and escalates to involveChina and Russia Suddenly the gradual climb in global temperatures goes on a mad excursion as theoceans warm and release large amounts of dissolved carbon dioxide from their lower depths into theatmosphere. Oxygen levels go down precipitously as oxygen replaces lost oceanic carbon dioxide.Asthma cases double and then double again. Now a third of the world fears breathing.. As the oceans dump carbondioxide, the greenhouse effect increases, which further warms, the oceans, causing them to dump evenmore carbon. Because of the heat, plants die and burn in enormous fires which release more carbondioxide, and the oceans evaporate, adding more water vapor to the greenhouse. Soon, we are in what istermed a runaway greenhouse effect , as happened to Venus eons ago. The last two surviving scientist inevitably argue,one telling the other, See! I told you the missing sink was in the ocean! Earth, as we know it dies . After this Venusianexcursion in temperatures, the oxygen disappears into the soil, the oceans evaporate and are lost and the dead earth loses itozone layer completely. Earth is too far from the sun for it to be the second Venus for long. Its atmosphere is slowly lost- as

is its water- because of ultraviolet bombardment breaking up all the molecules apart from carbon dioxide. As the atmosphere becomes thin, the earth becomes colder. For a short while temperatures are nearly normal, but the ultraviolet sears and lifethat tries to make a comeback. The carbon dioxide thins out to form a think veneer with a few wispy clouds and dust devils.Earth becomes the second Mars- red, desolate, with perhaps a few hardy microbes surviving.

4


5/65


Regents Laboratory


2. Turn: Pollution

A. Driving cars adversely causes pollutionMARK VANVUGT , REE M.MEERTENS, and PAUL A. M. VANLANGE, 95MARK VAN VUGT & REE M. MEERTENS, Department of Health Education University of Limburg MaastrichtThe Netherlands PAUL A. M. VAN LANGE Free University of Amsterdam. Amsterdam, The Netherlands CaVersus Public Transportation? The Role of Social Value Orientations in a Real-Life Social Dilemma Journal oApplied Social Psychology, 1995 Pg. 259-60 http://www.kent.ac.uk/psychology/department/people/vavugtm/personal/publications/JASP1995Pdf.pdf The decision to commute by car or by public transportation has consequences not only for the commuter himself or herself but also for others. An individuals well-being may be strongly affected by the choices

of others in at least two different ways. As more people commute by car rather than by publictransportation, the individual may experience (a) the negative effects of environmental pollutionand or (b) the costs associated with traffic congestion, provided that he or she commutes by car as well. Similarly, theindividuals own choice affects the well-being of others. This interdependent situation is, to some extent,

problematic because the individuals own well-being may be better served by a choice for the car, giventhat it may yield greater individual outcomes in terms of convenience, flexibility, and privacy, whereasthe well-being of others is better served by the individual choice for public transportation, whichcontributes neither to pollution nor to congestion. This particular type of interdependence yielding aconflict between individual and collective interests is better known as a social dilemma (Dawes, 1980; Messick &Brewer, 1983).

B. Car pollution causes acid rainU.S. Geological Survey- U.S. Department of the Interior May 13,2009(Acid Rain: Do you need to startwearing a rainhat?; http://ga.water.usgs.gov/edu/acidrain.html)Acid rain is a uniquely human-related phenomenon. The burning of fossil fuels (coal and oil) by power-productioncompanies and industries releases sulfur into the air that combines with oxygen to form sulfur dioxide (SO 2). Exhaustsfrom cars cause the formation of nitrogen oxides in the air. From these gases, airborne sulfuric acid (H 2SO4) andnitric acid (HNO 3) can be formed and be dissolved in the water vapor in the air. Although acid-rain gases may originatein urban areas, they are often carried for hundreds of miles in the atmosphere by winds into rural areas. That iswhy forests and lakes in the countryside can be harmed by acid rain that originates in cities.

C. Acid rain destroys the quality of life, disintegrating lakes, forests, and buildings

Simon 90, (Cheryl, writes for National Academy of Sciences, One Earth, One Future: Our Changing GlobaEnvironment)Even though the British scientist Angus Smith coined the term acid rain over a century ago, only inthe last few decades have scientists recognized that widespread acidity in precipitation causes damagefar from its source. Over large stretches of the world, acid deposition has damaged life in lakes andstreams and corroded building materials and accelerated the aging of structures. In addition, it has

become a key suspect in the declining health of some species of forest trees in North America andEurope. Acid deposition results when pollutants, particularly oxides of nitrogen and sulfur, are emitted

5


6/65


Regents Laboratoryfrom smokestacks, smelters, and automobile exhausts into the atmosphere. These oxides are convertedthrough a series of chemical reactions with other substances in the atmosphere, to acids that fall back tothe earths surface dissolved in rain, snow, or fog, or as gases dry up particles.


3. Turn: Oil Dependence

A. More cars means more oil dependence than the already fucked up SQ.Business Wire , February 6, 2009 T. Boone Pickens Decries Continued Dependence on Foreign Oilhttp://www.reuters.com/article/pressRelease/idUS201354+06-Feb-2009+BW20090206Today energy expert T. Boone Pickens highlighted the negative impact of America's staggering dependenceon foreign oil by focusing on Houston's deteriorating roads and interstates and stunning traffic congestionat a news conference in Houston at TranStar, a consortium responsible for providing Transportation Management and

Emergency Management services to the Greater Houston Region. Pickens was joined by State Representative BeverlyWoolley, who voiced her concerns over the enormous transfer of wealth involved with our dependence on foreign oil.Pickens said the U.S. imported tens of billions of dollars of oil last month from oil rich nations that could have been investedin infrastructure and roads instead. Based on the latest figures from the U.S. Department of Energy's Energy InformationAdministration (EIA), the U.S. imported 67.4 percent of its oil, or 408.7 million barrels in January 2009, sendingapproximately $17 billion overseas to foreign governments. Of note, the U.S. has become even more dependent onthe Middle East for oil as overall oil imports from Mexico have been on a steady decline and will soon be non-existent,

placing additional revenue in the hands of American enemies. "Houstonians, like most Americans, spend too much of their time in traffic, burning gas in their cars from imported oil from the Middle East and other nations,which could be used to build new roads and highways that meet our infrastructure needs," said Pickens. "Last month alone,we imported nearly 409 million barrels of oil at a cost of nearly $17 billion. That is just unacceptable. Howcan the U.S. afford to send billions of dollars - $381,000 per minute in January alone - overseas to foreign countries while

domestic infrastructure on our soil remains severely underfunded? America's dependence on foreign oil isstreaming revenue away from domestic projects and into other countries, many of which are our enemies . Oil rich nations are reaping the benefits of this great transfer of wealth to build state-of-the-art roads while theU.S. struggles on congested roads and collapsing highways and bridges ." "This is the second month that wehave published the monthly oil import numbers. We think it is critical to track our progress as a country as we work toreduce the amount of oil we import and we will continue to highlight this number every month," said Pickens. U.S.roads and interstates are the backbone of the transportation system , allowing Americans to travel nearly 3trillion miles annually. However, 35 percent of America's major roads are in poor or mediocre condition,and 36 percent of major urban highways are congested .1 Congestion causes the average peak periodtraveler to spend an extra 38 hours of travel time annually and consume an additional 26 gallons of fuel ,amounting to a cost of $710 per traveler per year.

B. Further U.S. Oil dependence risks terrorism, international conflict, and global economicbreakdown

Securing Americas Future Energy 2008(Oil Dependence: A Threat to U.S. Economic & National Security)Oil dependence endangers U.S. economic and national security . In addition to hundreds of billions of dollarseach year in direct costs, oil dependence feeds the growth of Islamist terrorism ; provides vast amounts of money to unstable, undemocratic governments; increases the likelihood of international conflict ; putsAmerican troops in harms way; and exposes Americans to the risk of severe economic dislocation. For example: AlQaeda has targeted and continues to target oil infrastructure as a way of bleeding the U.S. economy .

6


7/65


Regents Laboratory Numerous key chokepoints along the oil supply and distribution chain are predisposed to accidents, piracy, or terrorism, and the effects of a major attack at one of these points could devastate the globaleconomy . Oils influence on U.S. foreign policy puts considerable leverage in the hands of hostile powers andundemocratic regimes and weakens our capacity to prevail in the war on terrorism . Growing demand for oil

could heighten geopolitical tensions and spark international conflict . Transfers of national wealth to foreign oil producers account for approximately one-third of the U.S. current account deficit, which soared to $792 billion in 2005.Terrorism, natural disasters, and numerous other plausible events could interrupt global supplies and send prices sharplyhigher, threatening the stability of the global economy.


4. Turn: Infrastructure

A. More cars result in highway collapse and infrastructural destruction, and costs billions tofix, Canada proves.

William Marsden , Patrick Dare And Jack Branswell, Canwest News Service. Canadian bridges, roadsdisintegrating; Laval tragedy exemplifies state of infrastructure, March 26, 2009, FP INFRASTRUCTURE; Pg.

FP13For years Canadian cities and towns pleaded for investment in crumbling roads and bridges . MichelBeaupre and his wife Nicole saw what happens when they don't get it. They were driving from Montreal north to Laval, Que.

just after noon on Sept. 30, 2006, and were approaching the de la Concorde overpass when its supports gave way andthe entire southern section collapsed onto the highway. Mr. Beaupre managed to stop just short of the angry tangleof exhausted concrete and steel across the highway. Five people were killed , including a 28-year-old pregnant womanand her husband. Its second overpass collapse in six years -- another in 2000 left one person dead -- made Quebecthe poster child for the country's neglected bridge and road infrastructure. While the consequences haven't been as tragic inthe rest of Canada, the whole country is scrambling to make up for what a Federation of Canadian Municipalitiesstudy has called a $123-billion "infrastructure deficit ." Of that, the estimated cost of repairing thetransportation infrastructure is $21.7-billion . The country's old and outdated bridges either need replacing or major upgrades; potholes can make it look as if enemy bombers have strafed roads. Councillor Peter Hume, who heads a planningcommittee in Ottawa, says his city got behind on maintaining its infrastructure in the 1990s, when there was intense pressurefrom citizens to keep taxes down. "We've skimped on capital programs," Mr. Hume said, adding it will take 10 years tofix and pay for the resulting problems . "It's the old adage, you can pay a little now, or a lot later. We're at the 'lot later'stage." Aside from catching up with maintenance, Ottawa, like many cities, is also facing urban sprawl and thecosts that come with that -- the city has 5,500 kilometres of roads and adds 125 kilometres annually. Ottawa already has five

bridges that span the Ottawa River and connect it with Gatineau, Que., but it needs at least one more there as well as another over the Rideau River, which connects the fast-growing southern suburbs to the city core. Ottawa is far from alone.Vancouver has bridge and traffic congestion that costs the region an estimated $1.5-billion in shippingdelays, lost work hours and air pollution.

7


8/65


Regents Laboratory


5. Turn: Congestion

A. STOPPING TRAFFIC CONGESTION IS KEY TO THE ECONOMY - INDUSTRIESLOSE BILLIONS IN PRODUCTIVITY

Bob Attrell - The Toronto Star - October 18,2008 (Leaders must address the GTA's harmful gridlock now; Increasing traffic woes boost CO2 emissions and cost city's economy billions in productivity"; lexis)The negative effects of traffic congestion are well documented. Consider the loss in productivity acrossCanada. In 2004, the CBC reported that traffic gridlock in the GTA costs the city an estimated $3 billion per year inlost productivity. Since 2004, it's safe to assume that that figure has only increased. Premier Dalton McGuinty has evengone on record as saying "tackling gridlock is one of the most important things we can do to build a strongand prosperous economy." Not only is traffic congestion hurting business and industry in monetaryterms. The longer cars sit idling in traffic, the more CO2 emissions are pumped into the atmosphere.

B. A collapse of the US economy will escalate to nuclear war.Richard Cook , Former Analyst in the US Treasury Department,7 (http://www.globalresearch.ca/index.php?context=va&aid=5964)Times of economic crisis produce international tension and politicians tend to go to war rather than facethe economic music. The classic example is the worldwide depression of the 1930s leading to World War II. Conditions in the coming years could be as bad as they were then. We could have a really big war if the U.S. decides once and for all to haul off and let China, or whomever, have it in the chops. If they dontwant our dollars or our debt any more, how about a few nukes?

8


9/65


Regents Laboratory


6. Turn: Food Prices

A. Car use spikes food prices ethanol production and crop destructionEnviornMed Research, Inc June 2009 (Cars, Air Pollution, and Health;http://www.nutramed.com/environment/cars.htm)Combustion engines contribute to greenhouse gas accumulation in the atmosphere and are responsiblefor climate changes. A sane, sober revision of vehicle use is long overdue. While ethanol has beenchampioned as an alternative to petroleum fuels, it mainly helps to reduce dependency on oil producingcountries. When ethanol is made from corn, more than 75% of its energy value must be spent on its

production. Burning ethanol still produces carbon dioxide. Climate change with extreme weather eventsthreatens corn production in the US, where for decades corn surplus were common. The newcompetition between hastily constructed ethanol plants and food production suddenly in 2008 became aninternational issue.

C. Food prices increases breed global terrorismSyed AliZafar - Supreme Court of Pakistan The Nation - May 28, 2008 (Urban hunger: a ticking time bomb,May 28, lexis)

No immediate solution is in sight. According to FAO people will face at least 10 more years of expensive food by which timeof course revolutions and rebellions would have taken place in those countries who do not take effective counter measures.Clearly the global food crisis are just as dangerous as terrorism - it is a ticking time bomb indeed the world iswitnessing the new side of hunger - urban hunger where food is available on the shelves but no one can afford to purchase it.

9


10/65


Regents LaboratoryAn uncontrolled food crisis and spiralling prices will surely cripple the poor and marginalised societyand create ready breeding grounds for terrorism.

D. Terrorism results in extinctionMohamed Sid-Ahmed - Al-Ahram new paper - 2004 (Extinction!;http://weekly.ahram.org.eg/2004/705/op5.htm. Sept 1st.)What would be the consequences of a nuclear attack by terrorists? Even if it fails, it would further exacerbatethe negative features of the new and frightening world in which we are now living. Societies would close in onthemselves , police measures would be stepped up at the expense of human rights, tensions between civilisations andreligions would rise and ethnic conflicts would proliferate. It would also speed up the arms race and develop theawareness that a different type of world order is imperative if humankind is to survive. But the still more critical scenario is if the attack succeeds. This could lead to a third world war , from which no one will emerge victorious. Unlike aconventional war which ends when one side triumphs over another, this war will be without winners andlosers. When nuclear pollution infects the whole planet, we will all be losers.


7. No Solvency

Cant Solve Job Growth racial discrimination undermines all transportation strategiesThomasSanchez Assistant Professor at the Center for Urban Studies at Portland State University - November 71998 (The Connection Between Public Transit and Employment;http://www.upa.pdx.edu/CUS/publications/docs/DP98-7.pdf)Based on the results of this analysis, policies advocating increased transit accessibility in addressing urban underemploymentare partially supported. Of the previous research that has been performed in this area, none has empirically addressed theclaim that public transportation represents an effective or efficient strategy to combat unemployment. Despite other findings

in the spatial mismatch literature, it appears possible that transit can overcome the physical separation between theresidential locations of nonwhite workers and job locations. When nonwhite workers have reasonable access toemployment concentrations and remain underemployed, employer discrimination, inadequate education,and insufficient job training are often cited as contributing factors. Proposals for long-term strategies for increased job training, job information, transportation enhancements, day-care services, tax credits , and policing andcorrectional practices (see Hughes 1991) avoid the underlying theme of spatial mismatch -- racialdiscrimination . If discriminatory practices in land use or employment activities are the fundamental

problem, none of these strategies are appropriate. If discrimination is truly the problem, the most direct responseappears to be stricter enforcement of civil rights legislation.

10
http://weekly.ahram.org.eg/2004/705/op5.htmhttp://weekly.ahram.org.eg/2004/705/op5.htmhttp://weekly.ahram.org.eg/2004/705/op5.htm


11/65


Regents Laboratory


Turn: Minorities -

A. Minorities live in poorer areas more at risk of high pollutionRobert D.Bullard, Ph.D, Distinguished Professor of Sociology and Director of the Environmental Justice ResourcCenter at Clark Atlanta University, Fordham University School of Law Fordham Urban Law Journal, October 2004,THIRTEENTH ANNUAL SYMPOSIUM ON CONTEMPORARY URBAN CHALLENGES: URBAN EQUITCONSIDERATIONS OF RACE AND THE ROAD TOWARDS EQUITABLE ALLOCATION OF MUNICIPALSERVICES: ADDRESSING URBAN TRANSPORTATION EQUITY IN THE UNITED STATEhttp://www.urbanhabitat.org/files/2.Robert.D.Bullard.pdf Transportation-related sources account for over 30% of the primary smog-forming pollutants emittednationwide and 28% of the fine particulates . n183 Vehicle emissions are the main reasons 121 Air Quality Districts inthe United States are in noncompliance with the 1970 Clean Air Act's National Ambient Air Quality Standards. n184 Over 140 million Americans, of whom 25% are children, live, work, and play in areas where air quality doesnot meet national standards . n185 Emissions from cars, trucks, and buses cause 25-51% of the air pollution in the nation'snon-attainment areas. n186 Transportation related emissions also generate more than a quarter of the greenhouse gases.n187 Improvements in transportation investments and air quality are of special significance to African Americans and other people of color who are more likely to live in areas with was identified reduced air quality when compared to whites. n188 National Argonne Laboratory researchers [*1203] discovered that 57% of whites, 65% of African Americans, and 80% of Latinos lived in the 437 counties that failed to meet at

least one of the EPA ambient air quality standards . n189 A 2000 study from the American LungAssociation shows that children of color are disproportionately represented in areas with high ozonelevels . n190 Additionally, 61.3% of Black children, 69.2% of Hispanic children and 67.7% of Asian-American children live inareas that exceed the 0.08 ppm ozone standard, while only 50.8% of white children live in such areas. n191Reduction in motor vehicle emissions can have marked health improvements. For example, the CDC reports that "when the AtlantaOlympic Games in 1996 brought about a reduction in auto use by 22.5%, asthma admissions to ERs andhospitals also decreased by 41.6%. " n192 The CDC researchers also concluded that "less driving, better public transport,well designed landscape and residential density will improve air quality more than will additional roadways." n193 Excessiveozone pollution contributed to 86,000 asthma attacks in Baltimore, 27,000 in Richmond, and 130,000 in Washington, D.C.

11
http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n183http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n183http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n183http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n184http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n184http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n185http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n186http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n186http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n187http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n188http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n189http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n189http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n190http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n190http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n190http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n191http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n192http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n192http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n193http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n193http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n183http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n184http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n185http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n186http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n187http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n188http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n189http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n190http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n191http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n192http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n193


12/65


Regents Laboratoryn194Air pollution from vehicle emissions causes significant amounts of illness, hospitalization, and premature death. n195 A 2002study in Lancet reports a strong causal link between ozone and asthma. n196 Ground-level ozone may exacerbatehealth problems such as asthma, nasal congestions, throat irritation, respiratory tract inflammation,reduced resistance to infection, changes in cell function , [*1204 ] loss of lung elasticity, chest pains, lungscarring, formation of lesions within the lungs, and premature aging of lung tissues. n197 Air pollutionclaims 70,000 lives a year, nearly twice the number killed in traffic accidents. n198 A 2001 CDC report,Creating a Healthy Environment: The Impact of the Built Environment on Health, points a finger at transportation and sprawlas major health threats. n199 Although it is difficult to put a single price tag on the cost of air pollution, estimates range from $10 billion to $ 200 billion per year. n200 Asthma is the number one reason for childhood emergency room visits in most major cities in the country. n201 The hospitalization rate for African Americans is three to four times the rate for whites. n202 African Americans are three times more likely than whites to die from asthma . n203

12
http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n194http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n195http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n195http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n196http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n197http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n197http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n198http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n198http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n199http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n199http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n199http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n200http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n200http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n200http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n201http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n202http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n202http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n202http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n203http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n203http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n203http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n194http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n195http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n196http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n197http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n198http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n199http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n200http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n201http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n202http://www.lexisnexis.com/us/lnacademic/frame.do?tokenKey=rsh-20.719474.0170538727&target=results_DocumentContent&reloadEntirePage=true&rand=1216162651392&returnToKey=20_T4168583699&parent=docview#n203


13/65


Regents LaboratorySolvency Frontline (10/14)

B. The injustice caused by the plan will cause cycles of crime that legitimate violence againsminorities.

Jerry Frug, Stanford Law Review writer The Geography of Community Stanford Law Review, Vol. 48, No. (May, 1996), pp. 1047-1108. Published by: Stanford Law Review. http://www.jstor.org/stable/1229380?cookieSet=1Like many before them,78 Massey and Denton describe the conditions of these poor black neighborhoods: aconcentration of poverty and unemployment, combined with business disinvestment ; deterioration andabandonment of residential and commercial buildings ; widespread fear caused by an escalating cycle of crime,leading people to avoid going out and thereby creating an environment that facilitates yet more crime; astark isolation from outsiders , dramatically limiting the residents' social, cultural and economic world; thecreation of a culture in opposition to standard American values ("[t]o do other- wise would be to 'act white' ,,),79including Black street speech, family dissolution, a drug culture with its attendant violence, and disengagement from political life.80 Thesedays the reason for these "concentration effects "81 is a hotly debated issue. Massey and Denton attribute the cause tosegregation itself, while others suggest it lies in the structure of job creation in American metropolitan areas, in a "culture of poverty," or in racism.82 Still others stress, as Massey and Denton do not , the diversity of the population in these black

neighborhoods and the resilience and creativity that characterize so many who live there-positiveaspects of the culture from which outsiders have a lot to learn .83 I do not intend to enter these debates here. Itsuffices to say, as Mas- sey and Denton point out, that hypersegregation by itself has contributed to underminingthe social and economic well being of the residents of America's black ghettos. Moreover, poverty,discrimination, and the conditions of life in these ghettos-whether singly or in combination-havedramatically restricted the opportunity, historically available for residents of other urban ghettos inAmerica, for African Americans to move elsewhere if they want to do so .84 And, Massey and Denton insist,the "evidence suggests that the high degree of segregation blacks experience in urban America is notvoluntary. "85 Another reason that the identification of poor African Americans as the violent "other" isshameful is that this image is so often invoked by residents of relatively prosperous suburbs tolegitimate their fear of the city . But these are the very people who, by moving to jurisdictions that are

treated by the legal system as distinct from either the central city or from neighboring black suburbs,have been able to escape paying the city taxes that are designed to improve the quality of life in poor African American neighborhoods. One way to demonstrate the stark contrast between the relative comfort of outsiders who fear the black poor and the conditions in which residents of black ghettos themselves liveis to focus on the issue of violence that the outsiders so often raise . It bears emphasis that the people mostvictimized by this violence are the residents of the black ghettos themselves . In 80 percent of all violent crimes,the race of both the defendant and victim is the same.86 This is true even for the most serious crime: More than 80 percent of those whocommit murder, black or white, have victims of the same racial background.87 Similarly, black residents, both inner city and suburban,are more likely than whites to be victims of household crime, such as burglary or household larceny.88 To be sure , fear of crime iscommonly associated with assault and robbery, and robbery is the crime most often committed bystrangers and most likely to be interracial .89 Yet even for robbery, 63 percent of cases involve victims and offendersof the same race, compared to 31 percent with white victims and black offenders.90 Of course, fear of crime is notirrational. Even though the crime rate has de- clined in the country as a whole since 1981,91 there isstill far too much crime, much of it within city limits. 92 But not everyone's fear of crime is equally

justified: Teenage black males have an annual victimization rate for all violent crimes of 113 per thousand persons, while adult whitemales and females have annual victimization rates for these crimes of eighteen and fifteen per thousand, respectively.93 A fundamentalissue is raised by the existence of America's poor African American neighborhoods-and, I should hasten to add, by the all-too-similar neighborhoods, both within the central city and in suburbs, that house Puerto Ricans, Chicanos, and other Hispanics .94 What shouldwe, as Americans, do about these ghettos and the attendant fear that they generate both for those wholive within them and outside of them? A response to this question requires more than a psychological

13


14/65


Regents Laboratoryor sociological analysis, although both of these disciplines can certainly contribute to finding an answer to it. The question presents a central, perhaps the central, issue of American politics.


8. Turn: Urban Sprawl -

Urban Sprawl wrecks havoc on peoples healthWorldwatch Institute independent research organization in Washington, DC - June 28,2002(Curbing Sprawlto Fight Warming; http://www.worldwatch.org/node/1730)A large body of research shows that sprawl already wreaks havoc on people's health. Each year, trafficaccidents take up to a million lives worldwide. In some countries, the number of lives cut short byillness from air pollution exceeds those lost to accidents. And by making driving necessary and walkingand cycling less practical, sprawling cities widen waistlines by depriving people of needed exercise.

14


15/65


Regents Laboratory


9. Turn: Gas Prices

A. Gas prices weigh more heavily on the poorTHE URBAN INSTITUTE , Impact of Rising Gas Prices on Below-Poverty Commuters September 2008http://www.urban.org/UploadedPDF/411760_rising_gas_prices.pdf While the increase in gas prices has increased costs for all commuters, workers from households whoseincome is below the federal poverty level pay a larger proportion of their income for gas. 1 This fact sheetuses data from the 2006 American Community Survey to quantify the relative burden of gas use for commuting. The

majority of workers, with incomes both above (78.9 percent) and below the poverty level (64.7 percent),commute to work by car, alone; Low-income commuters on average have slightly shorter commutes(19.5 minutes) than those with incomes above the poverty level (23 minutes); However, because their incomes are much lower, poor commuters spend a much higher proportion of their wages on gas (8.6versus 2.1 percent at $4/gal); As gas prices double, the increase in costs represents a disproportionate increase inthe burden for below-poverty commuters from $2/gal, the increase takes 4.3 percent of income from below-povertycommuters and 1.0 percent from those above poverty; There are some variations in commuting times, income,and gas cost burden by race/ethnicity and geographic area, though the variations are much less than thegap between those above and those below the poverty line; The estimated numbers may actuallyunderstate the relative burden on the poor, since we assume exactly the same gas mileage for commutersin the two groupsif lower-income people tend to have older, less well-maintained (therefore, less fuel-efficient) cars, they will tend to get lower gas mileage.

B. Gas prices take a toll on incomeTHE URBAN INSTITUTE , Impact of Rising Gas Prices on Below-Poverty Commuters September 2008http://www.urban.org/UploadedPDF/411760_rising_gas_prices.pdf The substantial difference in income indicates that an increase in gas prices has a much greater impacton the proportion of income spent on gas by poor workers, compared with the nonpoor. Although wecannot know actual gas use based only on travel times, we can make a few assumptions to illustrate thedifference between the two groups.2

15


16/65


Regents Laboratory


10. Turn: Drivers Licenses

A. Low income families and residents often get their licenses revokedNichole L. Yunk August 2007 (The Significance of a Drivers License in Modern Urban Economy;http://www.mobilityagenda.org/wiyunkpaper.pdf)Contrary to common perception, the vast majority of drivers license suspensions and revocations among low-income residents is not the result of unsafe driving; rather, these sanctions result from failure to pay

fines (FPF), driving without a valid license, or from infractions unrelated to driving like failure to pay childsupport or truancy as a juvenile (Brookings Institution, June 2007).Failure to pay fines, when concerning low-income residents, often means an inability to pay. Other stand-alonefactors, or a combination of them, contribute to persons who are low-income not paying fines to re-obtain driving privileges. These factors include lack of familial financial support, lack of knowledgeabout the justice system, lack of access to resources to navigate the justice system, and apathy toward

being in violation of the law that can often occur among those who have a variety of other seriousconcerns.

B. Drivers Licenses are key alt cause to employment their plan would do nothing

Nichole L. Yunk August 2007 (The Significance of a Drivers License in Modern Urban Economy;http://www.mobilityagenda.org/wiyunkpaper.pdEmployment : Persons can lose their driving privileges for an extended period directly due to low or noincome , and a lack of a drivers license can directly impact ones ability to gain and sustain employment.It has become standard practice for employers in Milwaukee County to request a job applicants drivingstatus to use as evidence of reliability. In fact, possession of a valid drivers license and a vehicle in the household byfemale welfare recipients were found to be better predictors of sustained employment success than even a high schooldiploma5. Where jobs are located in the Milwaukee Area and the quality of the Milwaukee County Transit System also playsignificant roles in the larger matter of workforce development. Three-fourths full-time and part-time job openings in themetro area are located in Milwaukee County suburbs and exurban counties, areas to which the county public transportationsystem has dramatically downsized its travel. In the communities of color in central city Milwaukee, job seekers outnumber full-time job openings by an alarming gap of 7 to 1 (Employment and Training Institute, University of Wisconsin Milwaukee,

pg. 24). The decentralization of urban areas in the United States, what many refer to as urban sprawl, has resultedin the relocation of the majority of jobs from the center of a city to the surrounding suburban areas . Thisspatial mismatch means that people who live in cities find it increasingly difficult to find jobs near their residence and places an emphasis on the ability of residents to commute by public transportation or

private vehicle in order to become and remain employed.

16


17/65


Regents Laboratory


11. No Solvency -

The maintenance and upkeep of vehicles is too expensive even given plan, poor families cantafford themGreg Colby Communications College at the University of Massechusets 2006(Urban Sprawl, Auto Dependency

and Poverty; http://www.comcol.umass.edu/dbc/pdfs/Greg_Colby_Publication_Version.pdf)The costs of car ownership concern motorists greatly, so it isn't difficult to find information. AAA releases an annual brochure and report called "Your Driving Costs." Their 2004 brochure reports a composite national average cost of 56.1 cents per mile over 15,000 miles of driving in one year. This amounts to an annual cost of $8,415, including fuel,maintenance, tires, insurance, license, registration and taxes, depreciation, and financing . Americansspend more of their income on their automobiles than they do on anything else except for shelter, at 18%and 19% of the average family's income , respectively ("Your Driving Costs"). A reliable car that has been paid for infull may cost $4,000 annually (subtracting the average annual cost of financing), but the upfront cost of a car is stillsubstantial, and few Americans can afford to purchase a car outright. This picture is complicated by the fact thatfew low-income families are able to afford a new car, which reduces the cost of financing, but thesefamilies are also likely to have poor credit, which has the opposite effect. The used cars that they buy arealso likely to be less reliable than the average, which increases maintenance costs. Still, the evidenceshows that owning a car is a huge financial burden. Why take it on?

17


18/65


Regents Laboratory

***Ext. 1. Warming TurnUniq.: Critical Time

A. Our planet is on the tipping point due to climate change and sprawl we must act nowMikeDe Souza CanWest News Service The Gazette October 26,2007(Planet nearing tipping point, UN says;

New report. Poor water quality and urban sprawl highlighted; lexis)The planet is in danger of crossing a "tipping point" of irreversible damage to its atmosphere, climate,water and ecosystems , unless governments can develop comprehensive strategies to promote sustainablegrowth , warns a new report issued yesterday by an environmental advocacy branch of the United Nations. " Biophysicaland social systems can reach tipping points, beyond which there are abrupt, accelerating, or potentiallyirreversible changes ," said the 540-page Global Environment Outlook, produced by authors from around the world for theUN Environment Program. The report, the fourth of its kind since 1997, acknowledged some environmental trends couldslow down or reverse because of anticipated changes in demographics, material consumption or technological breakthroughs,

but not necessarily before human activities in an "increasingly globalized, industrialized and interconnected world" pushthem across a dangerous threshold. In North America, the report highlighted as main concerns such issues aswater quality and quantity, energy, climate change and urban sprawl. These issues relate to the overuseof natural resources to support major economic and population growth.

18


19/65


Regents Laboratory

Link: Plan = Warming

B. Plan spikes global warmingWorldwatch Institute independent research organization in Washington, DC - June 28,2002(Curbing Sprawlto Fight Warming; http://www.worldwatch.org/node/1730)If governments do not act quickly to discourage the building of cities for cars, the international effort tocontrol global warming will become much more difficult, reports a new study by the Worldwatch Institute ,a Washington, D.C.-based research organization. Sprawling urban areas are helping to make road transportationthe fastest growing source of the carbon emissions warming the earth's atmosphere . "Wind turbines, energy-efficient cars, and other new technologies have received much attention in recent debates over energy policy, but we've

been neglecting the role that urban design can play in stabilizing the climate ," said Molly O'Meara Sheehan,author of City Limits: Putting the Brakes on Sprawl . "Local concerns like clogged roads, dirty air, and deterioratingneighborhoods are already fueling a backlash against sprawl. Understanding the role of sprawl in climate change should onlyspeed up the shift towards more parks and less parking lots. We can have healthier, more livable cities and protect the planetfrom climate change too."

19


20/65


21/65


Regents Laboratory***Ext. 2. Pollution Turn

Impact: Pollution Kills

Pollution leads to early death

The Western Mail 07Stop car pollution before it runs over our health July 31, 2007 Lexis Pg.Report from a team of scientists studying the impact of air pollution on human health, makes for sobering reading this morning. For while the UK enjoys emission levels that are far lower than many of our Europeanneighbours, let alone the rapidly-industrialising China and India, there is no cause for complacency. Relatively low levelsof air pollution can bring an earlier death, the team from Imperial College London found. The danger of exposure to car fumes is still great, and the risk exists wherever you are. The message is that while wehave had successes in cutting pollution, there is no such thing as a completely safe level of emissions.The problem, of course, is that we cannot return to a world of near zero-emissions, unless we are

prepared to contemplate a significant drop in our standard of living. That seems unlikely, so all we cando is manage the risk to a more acceptable level. If emissions and air pollution cannot be wiped outcompletely, they can be cut drastically, and with it the risk to human health. As we reported yesterday,

there are moves to try to reclaim the streets from cars to make them safer places for children to play.Part of this includes better design for urban communities in particular, with residential streets and busier roads separate as much as possible. This would help reduce the proximity of people to the pollutants,and should be encouraged. But even that enlightened planning approach would do little to help those living in manyareas of Wales, where the tendency is to "live on the road", with houses yards from the kerbside. Here there needs to bemore investment in public transport to encourage people out of their cars and into less-polluting trainsand buses. Tram schemes have managed to cut pollution and congestion in parts of England, but seemunpopular in Wales. Why? Things have already changed significantly since the 1970s, when academicsfirst started looking at air pollution data. The industrial landscape has changed; the air pollution nowcomes largely from cars, rather than from factories and heavy industry.

Particle discharge from vehicles is a leading cause of urban deathLiz Hunt Staff Writer at The Independent January 20, 1995 (Car exhaust fumes linked to urban-smog deathsmay be most dangerous pollutant; http://www.independent.co.uk/news/uk/car-exhaust-fumes-linked-to-urbansmogdeaths-may-be-most-dangerous-pollutant-1568798.html#mainColumn)Tiny particles discharged into the air by cars can trigger fatal attacks of lung inflammation, bloodclotting and heart attacks in vulnerable people , according to a new report. British scientists say that the ultra-fine

particles - measured in billionths of a metre - which are too small to settle or be dispersed by rain, may be the mostimportant and dangerous aspect of pollution. The particles can drift for miles, and accumulate insidemost buildings. Vehicles are the major source of the particles in urban air, particularly diesel engines. During a

period of high air pollution, people breathe in millions of these acidic particles which penetrate into the microscopic air sacsof the lungs. Scavenging white blood cells, known as macrophages, are "overwhelmed" by the particles. They release astreamof chemicals that set off an inflammatory action in the lungs and increase the stickiness of the blood so it is more likely toclot. Professor Anthony Seaton, of Aberdeen University, and colleagues at Edinburgh University suggest that

theexacerbation of lung disease after an episode of pollution , and the rise in deaths from lung and heart problems - an unexplained phenomenon associated with pollution - is due to the tiny particles .

21


22/65


Regents Laboratory

Impact: Biodiversity

Biodiversity loss and pollution lead to extinctionSian Powell staff writer, The Australian How we're destroying our habitat November 14, 2007The audit has found that each human being now requires one-third more land to supply their needs thanthe planet can provide. Humanity's footprint is 29.1ha a person, while the world's biological capacity ison average only 15.7ha a person. The result is net environmental degradation and loss. Failing to address

persistent atmosphere, land, water and biodiversity problems, UNEP says, ''may threaten humanity'ssurvival''. The report's authors say there is no significant area dealt with in the report where theforeseeable trends are favourable. More than 30 per cent of the world's amphibians, 23 per cent of mammals and 12per cent of birds are now threatened with extinction. More than 75 per cent of fishstocks are fully or overly exploited. Six in 10 of the world's leading rivers have been either dammed or

diverted. One in 10 of these rivers no longer reaches the sea for part of the year. More than two millionpeople die prematurely every year from indoor and outdoor pollution.Less than 1 per cent of theworld's marine ecosystems are protected.

22


23/65


Regents Laboratory***Ext. 3. Oil Dependence

Impact: War

U.S. Oil Dependence risks middle east war

Peter Schweizer USA Today August 13,2008(Why drill for oil? Well, its a way to avoid future wars; lexis)In the debate over expanding domestic oil drilling, the discussion has largely been relegated to questions about gas prices andthe environment. But overlooked is the even larger question of war and peace: Dramatically expanding domestic drillingcould substantially reduce the prospects that America will have to go to war again in the Middle East.Everyone seems to recognize that the U.S. is heavily dependent on oil imports, with roughly 60%coming from beyond our borders. But where those oil imports come from is important: Approximately20% comes from Canada, and another 20% from Mexico and Latin America. Indeed, only about 15% of our imports are from the Middle East, but it's a region teeming with wars, sectarian violence, border disputes and Islamic extremists. Our dependence has pulled America into numerous conflicts there over the past four decades

23


24/65


Regents LaboratoryA/T: Caf Standards

A/T Caf Standards

Obamas CAF Standards will fail to reduce oil consumption at allSteve Siler and Mike Dushane Car and Driver May 2009 (Obamas CAF Fuel Economy Standards to CreatFleet of Tiny, Expensive Vehicles;http://www.caranddriver.com/reviews/hot_lists/car_shopping/latest_news_reviews/obama_s_cafe_fuel_economy_stadards_to_create_fleet_of_tiny_expensive_vehicles_car_news)The Obama administration claims the new measures will save 1.8 billion barrels of oil over seven years. Butthat claim assumes new-car buying habits continue unabated and that people will want to buy expensive,tiny cars . If people instead elect to purchase bigger, cheaper used vehicles, there will be no reduction inconsumption; those used vehicles are the same "guzzlers" we're driving today. The fuel economy gains wemight have seen with reasonable mileage targets for new vehicles won't be realized if fewer new vehicles are sold. Worse,the auto industry will continue to shrink because of the decrease in new-vehicle sales.

24


25/65


Regents Laboratory***Ext. 4. Infrastructure

A/T: Building

Building roads and highways cant help the over-car-lation

TOM DAVIS AND RICK DOWER The San Diego Union-Tribune December 29,2008 Envisioning city'stransportation future Regarding "San Diego's transportation future" (Opinion, Dec. 19): SECTION: OPINION; Pg.B-5Duncan McFetridge's commentary is a study in physiological button-pushing and dogged distortion of information. First, theautomobile is the transportation method of choice for the region because it fills the public need to get to places the publicwants to go at a cost that is perceived to be reasonable. The mantra that enough roads for cars can never be builtis a distortion that, when forced to become public policy, is a self fulfilling reality . Public transportation ,

particularly the touch-stone panacea of light rail, is enormously expensive, filled with irresolvable compromisesthat produces a system that doesn't go where and when the public wants, is forever fixed in place, and has a significant energy

burden that is never factored into the public transportation argument. The public transportation fixation should be set tomusic and staged as a tragic-comedic opera where those interested in fantasy and unreality could go for laughs and a fewtears and no one would suffer from wasted tax dollars Duncan McFetridge makes a mighty persuasive argument for better

public transit options, as opposed to more massive highway programs for our region as apparently envisioned by the SanDiego Association of Governments' planners eager for an infusion of federal billions. Been there, done that. He's certainlyright about the folly of trying to build our way out of traffic congestion. If it actually worked any more,cities such as Los Angeles -- not to mention our once-lovely hometown -- that have been all but destroyed for carsshould be heaven for drivers. Obviously, they aren't . As much of the enlightened world gears up to try toreduce its carbon footprint, create more livable cities and develop bold new ideas for public transportation aimedat getting people out of their cars, as existing infrastructure collapses from want of attention, it no longer makesthe slightest sense to pour scarce resources into new highway construction. According to the California Air Resources Board, approximately 75 percent of diesel particulate emissions in California are related to goods movement.Freight transportation is still largely driven by fossil fuel combustion. With that combustion comes emission of greenhousegases, carbon dioxide, nitrous oxide and particulate matter. In addition, CARB has attributed thousands of premature deathsto diesel emissions and estimates that the cumulative health costs of diesel emissions are tens of billions of dollars. We need

to find ways to reduce congestion and alleviate transportation bottlenecks even as our populationcontinues to grow , placing new and greater demands on existing transportation systems. Transit will be a vital partof the solution. According to the most recent Texas Transportation Institute report on congestion, public transportationsaved travelers 541 million hours in travel time and 340 million gallons of fuel in 2005.

25


26/65


Regents Laboratory

***Ext. 5. CongestionLink: More Cars = Congestion

Cars cause congestions and waste billions of oil each year.JOAN LOWY , Associated Press Writer, Panel wants fuel taxes hiked to fund highways January 3, 2009SECTION: WASHINGTON DATELINE. http://financecommission.dot.gov/index.htm"Most if not all of the commissioners have a strong belief and commitment that we need a fundamentaltransformation of the current system, " said commission chairman Robert Atkinson, president of the InformationTechnology and Innovation Foundation, a technology policy think tank in Washington.A study by the Transportation Research Board of the National Academies estimated that the annual gap betweenrevenues and the investment needed to improve highway and transit systems was about $105 billion in 2007,and will increase to $134 billion in 2017 under current trends.Projected shortfalls in revenue led the National Surface Transportation Policy and Revenue Study Commission, in a reportissued in January 2008, to call for an increase of as much as 40 cents a gallon in the gas tax, phased in over five years.CharlesWhittington, chairman of the American Trucking Associations, which supports a fuel tax increase as long as the money goesto highway projects, said Congress may decide to disguise a fuel tax hike as a surcharge to combat climate change.Transportation is responsible for about a third of all U.S. carbon emissions created by burning fossilfuels. Traffic congestion wastes an estimated 2.9 billion gallons of fuel a year. Less congestion wouldreduce greenhouse gases and dependence on foreign oil."Instead of calling it a gas tax, call it a carbon tax," Whittington said. "As long as we label it as something else we may havethe momentum and acceptance to move forward."Bottlenecks around the nation cost the trucking industry about 243 million lost truck hours and about $7.8

billion per year, according to the commission.The financing commission thinks the long-term solution is a mileage-based revenue system. While details have not beenworked out, such a system would mean equipping every car and truck with a device that uses global positioning satellites andtransponders to record how many miles the vehicle has been driven, the type of roads and time of day. Creation andinstallation of such a system would take about 10 years.Moore said commission members were initially concerned that using technology to track driving might violate drivers'

privacy, but they've been assured that such a system could be designed to prevent vehicles from being "tracked in some big brotherish way."

More cars will explode congestion.Laura Petrecca, USA Today Staff Writer, Workers follow jobs to suburbs; Companies shift from downtowns forlower costs April 6, 2009, SECTION: MONEY; Pg. 8A. Lexis.Kneebone says it's vital that policymakers keep an eye on this trend, because it could lead to long-term

problems . For instance, as jobs move to more suburban areas, more cars will be on the road, aggravatingtraffic congestion and adding auto emissions to the environment, she says. "Growing jobs is important, but italso matters where they are," Kneebone says."The more disconnected jobs are from people, the more challenges you face," Kneebone adds. "If you have this outwardsprawl and it's not connected to housing and transportation ... it will affect (a region's) economic health moving forward."

New jobs are appearing in places that aren't accessible by public transportation , says Tim Evans, who hasstudied the trend on a local level for New Jersey Future, a research group. " If you're looking to bring highway trafficunder control, this is the last thing that you want to do."Kneebone also says that there may not be "affordable housing opportunities" for those who don't want to commute and wouldrather relocate to a suburban area.

26


27/65


Regents Laboratory

Link: Employers look for close work

US urban areas are on the brink of massive congestion further car use tanks US productivityand turns case employers will only look to workers who live closeSam Staley director of urban and land use policy at the Reason Foundation New York Times November 252007(A Congested Economy; lexis)CONGESTION is slowly strangling the New York region's economy, and the recent misguided attempts to rein it in byfederal and local officials are proof that a fresh approach is needed. Recently, the Federal Aviation Administration threwdown the gauntlet on air traffic congestion , continuing caps on flights into and out of La Guardia Airport and threateningcaps for Kennedy International Airport. This is like saying the problem with congestion is too many people want to come to(or through) New York City, so the solution is to keep them out. Similarly, Mayor Michael Bloomberg's politically boldcongestion pricing plan attacks road congestion by diverting travelers from cars to mass transit -- again, telling people to stayout. Both proposals fail to grapple with the ro

Transportation Neg - Regents - CNDI 09

Documents

Transcript of Transportation Neg - Regents - CNDI 09