***aff– rail disad
2ac uniqueness
Freight rail decline now – slowdown on goods and economy
TI 7/13/12 (TruckingInfo, “Freight Volumes Fall Flat as Economy Stalls,” Sawyer)
North American freight volumes continues to follow the path of general malaise that the economy is experiencing, according to the Cass Freight Index, which measures overall North American freight volumes and expenditures. The economy has been flat for several months, and a slowdown on manufactured goods is putting downward pressure on freight, according to the analysts at Cass. Cass says it’s the nation’s largest payer of freight bills, managing more than $20 billion annually in freight spend, which gives it the kind of logistics data that serves as an indicator of transportation industry trends.
2ac link turn – capacity/speed
Turn – the plan boosts the freight industry – service, speed, and capacity
DOT 11 (United States Department of Transportation, “U.S. Transportation Secretary LaHood Awards $196 Million to Reduce Train Travel Time by 30 Minutes between Detroit and Chicago,” October 5, 2011, Sawyer)
Dollars for this 135 mile segment between Detroit and Kalamazoo will support preliminary engineering, final design and construction. The project includes new, continuously welded rail and ties, fiber optic lines and infrastructure to support a positive train control system, rebuilding 180 highway-rail grade crossings, and gates and flashers at 65 private highway-rail grade crossings. The project will create approximately 800 new jobs during the construction phase, which is expected to begin late spring 2012, and will facilitate service to current and future freight rail customers, including major shippers like Ford Motor Company. "Investing in rail service will spark economic development in communities along a corridor linking Detroit and Chicago, two vital Midwest cities," said Governor Rick Snyder. "A faster, reliable passenger rail system is a priority for younger generations and vital to Michigan's ability to compete globally as businesses look to locate or expand. The rail improvements will also hasten the transport of freight, a priority for Ford Motor Company and other Michigan businesses along the route." “This funding will help move Michigan and the nation forward by making high-speed rail a part of our economic infrastructure," said Senator Carl Levin. "Our economic competitors around the world have long enjoyed the benefits of high-speed rail service between their cities. They have demonstrated that high-speed service can create jobs and promote economic growth, and that it can provide a more energy-efficient alternative." "Construction of new high-speed lines will create jobs and generate more business activity in Michigan," Senator Debbie Stabenow said. "This effort will not only boost our economy, it will provide residents with more transportation options. With gas prices as high as they are it is critically important that travelers have more choices in addition to driving." “The obligation of Michigan’s rail funding is a critical step forward for high-speed rail service from Detroit to Chicago,” said Congressman John Dingell. “As a co-author of legislation that created one of the first high-speed rail assistance programs in the country, I believe rail is essential to maintaining and improving the economic competitiveness of the United States. The development of rail and transit creates immediate and needed construction jobs, retains and recruits local businesses, and reduces our Nation’s dependence on foreign oil. I thank Secretary LaHood, FRA and the Michigan Department of Transportation for their hard work on this project.” In addition, MDOT is designated to receive $150 million DOT grant later this year to purchase this 135 mile segment of track, when grant conditions are met. This will allow for the implementation of 110 mph service along the corridor that will bring improved passenger service, ensure capacity for freight operations through double tracking on the busiest freight segment and deliver long-term economic benefits to the State of Michigan.
Turn – the plan increases freight capacity
JTRC 09 (Joint Transport Research Centre, “Competitive Interaction Between Airports, Airlines and High-Speed Rail,” OECD, International Transport Forum, Discussion Paper No. 2009-7, October 2009, Sawyer)
The French situation was mentioned as one where capacity in aviation was a crucial factor in the assessment of high‐speed rail projects.Some French TGV connections brought about a substantial shift from air to rail 29 , freeing up scarce capacity (valuable slots) in aviation 30 . This effect occurs irrespective of whether low‐cost or other carriers might provide service between the cities linked by the high‐speed rail connection.Furthermore, since high‐speed rail uses separate facilities, it can also free up capacity for rail freight and for regional passenger transport. It was noted, however, that in many cases the main (expected) modal shift in response to a high‐speed rail connection is from road to rail, not from air to rail.
2ac no link – different tracks
Their capacity links prove we don’t link to the disad – the plan would use separate tracks
Barone 11 (Michael Barone, “Congress, Governors Nix Obama’s High-Speed Trains,” National Review Online, October 13, 2011, Sawyer)
America’s alleged lag in high-speed rail is also a consequence of our excellence in freight rail. Over three decades after Jimmy Carter’s deregulation, freight rail has squeezed out costs and made shipped goods much cheaper for all of us. Europe andJapan have lousy freight rail and pay more for things. The reason that’s important is that truly high-speed trains cannot use freight tracks. Freight trains travel slower and have a hard time getting out of the way of passenger trains traveling 200 miles per hour. Japan’s bullet train and France’s TGV operate on dedicated tracks specially built for them. That’s expensive.
2ac no link – fiat solves
Fiat of the plan covers the costs – won’t hurt the industry
Dolinar 11 (Lou Dolinar, “The High-Speed Rail Boondoggle,” National Review Online, February 11, 2011, Sawyer)
Frailey also points out that in many cases, freight-rail companies need to build more sidings and even double tracks to accommodate high-speed rail. The costs are enormous. Negotiations between the federal government and freight-rail companies in North Carolina, Virginia, and Washington State are stalled over how much more capacity is needed, and who’s going to pay for it. If the federal government doesn’t pick up the tab, excess costs could be passed along to consumers in the form of higher freight rates, which in turn will impact the price of energy and manufactured goods.
2ac no internal link – resiliency
Freight industry is resilient – DOT’s and MPO’s buffer decline
Ortiz et al. 09 (David S. Ortiz, Liisa Ecola, Henry H. Willis, “Freight Transportation Resilience: How a System-Wide Perspective Can Help Metropolitan Planning Organizations and Departments of Transportation,” RAND Corporation, American Association of State and Highway Transportation Officials Standing Committee on Planning, June 2009, Sawyer)
***DOT’s = state departments of transportation – ***MOT’s = metropolitan planning organizations
DOTs and MPOs may improve resilience by focusing investments and planning to address those factors that improve the resilience of the system. DOTs, in particular, can plan for disruptions, using experience from small disturbances and exercises to practice rerouting traffic and repairing quickly damaged infrastructure. The ability of DOTs to manage actively transportation system resources to meet demand and key needs is critical. Given their role in system planning, MPOs can improve resilience through building, maintaining, and applying transportation-planning models that capture the dynamic properties of the system. Incorporating additional system capacity into planning and direct engagement with the freight community to understand particular needs can also enhance resilience. Additionally, DOTs and MPOs must coordinate their efforts: If a DOT is to manage actively transportation system resources to improve resilience, resources need to be made available; and assuring that appropriate resources are available requires advance consideration of transportation system resilience by the MPO.