Transit Bus Fuel Cell Affirmative
1AC
Plan: The United States federal government should substantially increase its investment in bus transit infrastructure through an expanded fuel cell electric bus program.
Advantage: Fuel Cell Leadership
A.The Great Battery Race
Billmaier 10
James Billmaier has served as CEO and Chairman of Asymetrix, Melodeo, and Diego, Inc. He had also served as Vice President and General Manager of Sun Microsystems Networking Software Division
The internal combustion engine is dying. Its death throes may take 20 years, but make no mistake:the end is coming. And that’s an excellent thing, since as you’ll read in JOLT!, EVs represent a better, faster, and cheaper mode of transportation. Ending our nation’s reliance on foreign oil and helping the planet along is great. But the real reason EVs will come to dominate the personal transportation market—cars, SUVs, vans, and pick-up trucks—over the next couple of decades is that they make financial sense to the consumer. Bottom line: they are cheaper to operate and maintain than gas-powered vehicles. (And as you’ll learn, they’re an absolute blast to drive.) Just as consumers ultimately powered the computer and Internet revolutions, consumers will propel the EV revolution as well. Americans will adopt EVs in overwhelming numbers—in the process driving yet another paradigm shift of massive proportions.¶ Electric vehicles also offer a phenomenal business opportunity. While the Internet represents an annual $1 trillion market worldwide, legendary Silicon Valley venture capitalist John Doerr has projected that EVs and the associated energy market will be six times bigger, accounting for $6 trillion a year worldwide. Speaking before a Senate committee in 2009, Doerr told members that energy technology “is the mother of all markets, perhaps the biggest economic opportunity of the twenty-first century.”¶The great unknown, however, is whether or not the U.S. will be prepared to profit from the EV revolution. The coming “electriconomy”— an economy based on an electrified personal transportation system—will result in both massive upheaval and massive opportunity. China, in particular, has acknowledged the inevitability and the potential of the EV revolution and is in fast-forward mode to implement the new technology. But the electriconomy is as essential to America’s national security as is energy independence, and Chinese ownership of the EV realm would leave the U.S. in a dangerous position. Possessing the technologies that power our economy is crucial to America’s strength and well-being.¶ There is no longer any question of whether or not we will adopt an electric-based transportation system. We will. And the transition will come much more quickly than most “experts” predict. All major auto-makers have some type of plug-in vehicle coming out in the very near future, with the first cars due out at the end of 2010. The U.S. can’t afford to be left behind. But we’re going to need to move fast to become the undisputed market leader.
The U.S. is about to be left behind in fuel cell technology because of a lack of federal investment in bus transit
FCHEA 11
Fuel Cell and Hydrogen Energy Association Building a Commercially Viable National Fuel Cell Electric Bus Program
International Competition – International programs vying to take the lead in clean mass transit are rapidly¶ expanding, illustrating the worldwide progress being made toward commercialization of fuel cell¶ technology. In Whistler, B.C., Canada, 20 FCEBs began operating at the winter Olympics in early 2010 and¶ continue to provide local community service. After a two‐year FCEB demonstration program with 30 buses¶ in ten European cities, a second phase program sponsored by the European Union – featuring more¶ advanced vehicle and station designs – is about to launch in London (eight buses), Hamburg (ten buses),¶ Oslo (five to six buses), Italy (five buses), Belgium (five buses), and Sweden (five buses). Japan, China, and¶ Korea have all developed advanced FCEB[Fuel Cell Electric Bus] programs, with the intent of introducing commercially viable fuel¶ cell technology within their respective public transport sectors.Without strong federal support, the United¶ States could be left behindin providing clean, efficient mass transit.¶Program Objectives – Building a Business Case¶ An expanded national FCEB deployment program will lead to technology enhancements for vehicles and¶ fueling infrastructure, better well‐to‐wheel performance, and significant reductions in purchase price¶ and life cycle costs. A complete transformation of the transit industry is at hand, and this program¶ promises to propel the commercialization of fuel cell technology at an accelerated rate, which is a¶ critical and necessary complement to other alternative fuel technologies.¶ Industry leaders representing bus OEMs, fuel cell manufacturers, hybrid‐drive companies,¶ battery/energy storage firms, and hydrogen fuel providers have developed a set of realistic performance¶ and cost targets to justify an infusion of deployment capital by the federal government to help drive¶ costs down by ramping up demand. Return on investment will be reflected in enhanced product reliability and durability and in price reductions based on targeted production quantities for vehicles and¶ fuel station suppliers. The technology is at a critical stage, requiring a relatively modest investment to¶ jump‐start large‐scale production that will make fuel cells commercially affordable. The integrated¶ technology inherent in fuel cell designs lends itself to significant economies of scale through highly¶ efficient manufacturing processes. Mass, size, and cost of fuel cells continue to decrease as power,¶ reliability, and durability improve – a critically important inverse relationship that is difficult to realize¶ with other heavy‐duty propulsion technologies.
If the U.S. loses the fuel cell commercialization race it risks becoming dependent and getting shut out of global markets
Jerram 11
Lisa Jerram is a senior research analyst contributing to Pike Research's Smart Transportation practice Could the United States Lose its Share of the Global Fuel Cell Market? January 28, 2011
In my last post, I opined that the United States was at risk of losing its share of the global fuel cell market to Germany, South Korea, Japan, and perhaps China. Unfortunately, this is a story that the United States knows all too well. For example, in solar and wind, the United States had an early advantage, only to see its leadership position fade away to Europe and China. Some of this is due to forces beyond government control, such as China’s significantly lower manufacturing labor costs, but it was also the result of a lack of sustained government commitment in the United States. By contrast, the Chinese government developed a long term strategy to create a successful domestic solar industry and provided sustained support for adoption and for solar companies. For example, through innovative financing mechanisms.¶ Could we see this story repeated with the fuel cell industry? There are differences. For one thing, the United States already shares the front stage with several other countries such as Germany, Japan, and South Korea. Still, the U.S. Department of Energy’s fuel cell vehicle development program was the standard for this industry, but has now been all but abandoned under the Obama administration. Even more worryingly, the administration seems to view cars as the sole measure of fuel cell technologies, even though, as my colleague Kerry-Ann Adamson pointed out, fuel cell cars are going to be one of the last to go fully commercial while applications such as powering base stations are seeing real traction.¶ If the U.S. government is stepping back on fuel cells, governments in Germany, Japan, South Korea, China, and Scandinavia are stepping forward with long term subsidies and other support. This could mean not only that the United States will fall behind in developing a domestic fuel cell market, but also that U.S. companies will have trouble exporting into these foreign markets. For example, take Japan’s Large Scale Residential Stationary Demonstration program. This program, developed jointly by government and industry in the early 2000s, has subsidized thousands of mCHP units deployed by Japanese PEM companies. Now, these subsidies are shifting to adopters in order to spur demand. While US products can qualify for the subsidies, the Japanese companies have already formed local distributor partnerships, possibly squeezing out U.S. companies from the distribution supply chain. These partnerships also have an early foothold in the market so may gain a permanent “first mover” advantage.
This race for fuel cell batteries will determine geopolitical power for the future
Levine 10
Steve LeVine is a contributing editor at Foreign Policy and an adjunct professor at Georgetown University's Security Studies Program. Foreign Policy November 2010
The Chinese government saw in the technology that Wan had mastered a potential future pillar of its economy. Starting virtually from scratch, Beijing announced last year it would become the world's largest producer of the vehicles within the next few years. "China is committed to developing clean and electric vehicles," Wan told me when I met him in Chicago this summer. "Batteries and clean vehicles are a national strategic priority." Indeed, the battery, among the most humble and unsexy of inventions, might just be the most important technological battleground of the next two decades. The discovery of the next key breakthroughs in the field could mean not just a fortune for a handful of companies, but the remaking of whole economies -- and the rebalancing of geopolitical power that typically accompanies such shifts. A Chinese triumph could speed the country's global advance; an American one could give U.S. dominance a new lease on life.¶ Two developments have brought us to this pass. Developed countries and rising powers alike are looking to curb their oil-guzzling habits, for any number of reasons: climate change, unsavory petrostate politics, the looming fear there simply isn't enough petroleum on the planet to satisfy everyone. The result is a new global interest in alternatives to petroleum and the internal combustion engine -- most prominently advanced battery technology, the necessary precondition for the development of an affordable, powerful electric car.¶ But the world doesn't just need a better car -- it also needs a better means of building and sustaining economies. Over the last 20 years, Asia's growth has been mostly driven by manufacturing exports, while the United States' was fueled first by Silicon Valley's tech boom and later by elaborate (and ultimately ruinous) financial instruments. But those platforms have reached or are nearing their limits, and in the scramble to avoid another recession, the world's great economies are looking for the next big thing, an engine of economic growth for the future.¶ These two aspirations -- for a less oil-dependent world and for a more prosperous one -- are rapidly converging in a global race for a better battery. By 2030, experts say, advanced batteries will swell into a $100 billion-a-year business. They will also enable an electric-car industry on the order of half a trillion dollars, on a par with the global pharmaceutical industry and capable of spawning companies on the scale of ExxonMobil, General Electric, and Toyota. "It is a matter of national wealth and national economic advantage in a way that few new things in society can be," Peter Harrop, who heads the Britain-based technology consulting firm IDTechEx, told me. "But it is a high-stakes game. It is going to be beneficial [only] to certain companies in certain countries."¶ Two of the likeliest beneficiaries are Japan and South Korea, the top producers of today's cutting-edge batteries and the favorites to develop tomorrow's. But the more interesting -- and potentially world-changing -- rivalry is between the United States and China, both of which are scrambling to get into the game. Each country has a great deal to win by establishing itself as an early leader in advanced batteries, in competition or in partnership with East Asia's technological heavyweights. The contest has taken on ultraserious geopolitical heft for the United States, at its lowest economic ebb in recent memory, and for China, eager to cement its position as a globally influential superpower. Both countries' governments have adopted an unapologetically hands-on approach, attempting to drive innovation from the top down and viewing the project through the lens of national strength. The analogies tend more toward the Manhattan Project than Microsoft.¶ On a July visit to the Smith Electric Vehicles plant in Kansas City, Missouri, U.S. President Barack Obama vowed that within five years, the United States would be making 40 percent of the world's advanced batteries. (It made just 2 percent in 2009.) "That's how we ensure that America doesn't just limp along," he declared, "but instead that we're prospering -- that this nation leads the industries of the future." Obama's point man for this ambitious project defines his goals in equally sweeping terms. "The ability of a country to manufacture batteries and vehicles will help to create wealth, will help to provide resilience against oil-supply disruptions, and help to create jobs," David Sandalow, U.S. assistant energy secretary for policy and international affairs, told me. "And those, in turn, will create national power."¶ But while U.S. officials have been sweeping in their rhetoric, China has been breathtaking in the scale and specificity with which it is ordering up an electric-car industry. Beijing in recent years has issued government directives that, if realized, will result in the production of some 30 electric-vehicle models by 2012; expanding lithium-ion battery manufacturing into a $25 billion-a-year industry by that same year; and the construction of about 100 charging stations this year alone across the country.¶ It's not just the United States and China. Google the phrase "electric car" and the name of any reasonably sized country, and you will turn up yet another aspirant. More than a dozen would-be contenders from South America to Scandinavia are talking about the technology in positively existential terms, even those with little plausible hope of coming up winners. German Chancellor Angela Merkel hopes that "in the 21st century we are again the nation that is able to build the most intelligent and environmentally friendly cars." French Ecology Minister Jean-Louis Borloo has announced a government-industry plan to win "the battle of the electric car." Those who develop and manufacture the next-generation technology for electric cars, these leaders believe, will be the haves. And those who don't will be at the mercy of those who do.
The shift in geostrategic power will unleash a wave of global conflict scenarios
Khalilzad 11 — Zalmay Khalilzad, Counselor at the Center for Strategic and International Studies, served as the United States ambassador to Afghanistan, Iraq, and the United Nations during the presidency of George W. Bush, served as the director of policy planning at the Defense Department during the Presidency of George H.W. Bush, holds a Ph.D. from the University of Chicago, 2011 (“The Economy and National Security,” National Review, February 8th, Available Online at Accessed 02-08-2011)
Today, economic and fiscal trends pose the most severe long-term threat to the United States’ position as global leader.While the United States suffers from fiscal imbalances and low economic growth, the economies of rival powers are developing rapidly. The continuation of these two trends could lead to a shift from American primacy toward a multi-polar global system, leading in turn to increased geopolitical rivalry and even war among the great powers.¶ The current recession is the result of a deep financial crisis, not a mere fluctuation in the business cycle. Recovery is likely to be protracted. The crisis was preceded by the buildup over two decades of enormous amounts of debt throughout the U.S. economy — ultimately totaling almost 350 percent of GDP — and the development of credit-fueled asset bubbles, particularly in the housing sector. When the bubbles burst, huge amounts of wealth were destroyed, and unemployment rose to over 10 percent. The decline of tax revenues and massive countercyclical spending put the U.S. government on an unsustainable fiscal path. Publicly held national debt rose from 38 to over 60 percent of GDP in three years.¶Without faster economic growthand actions to reduce deficits, publicly held national debt is projected to reach dangerous proportions. If interest rates were to rise significantly, annual interest payments — which already are larger than the defense budget — would crowd out other spending or require substantial tax increases that would undercut economic growth. Even worse, if unanticipated events trigger what economists call a “sudden stop” in credit markets for U.S. debt, the United States would be unable to roll over its outstanding obligations, precipitating a sovereign-debt crisis that would almost certainly compel a radical retrenchment of the United States internationally.¶ Such scenarios would reshape the international order.