Transportation Neg - Regents - CNDI 09

Berkeley 2009
Automobiles Negative
Regents Laboratory
Solvency Arguments
Solvency Frontline (1/14)...........................................................2
Extension
***Ext. 1. Warming Turn.........................................................16
Uniq.: Critical Time.................................................................16
Link: Plan = Warming..............................................................17
Impact: Extinction....................................................................18
***Ext. 2. Pollution Turn.........................................................19

Impact: Pollution Kills.............................................................19
Impact: Biodiversity.................................................................20
***Ext. 3. Oil Dependence.......................................................21

Impact: War.............................................................................21
A/T: Café Standards.................................................................22
***Ext. 4. Infrastructure...........................................................23
A/T: Building...........................................................................23
***Ext. 5. Congestion..............................................................24
Link: More Cars = Congestion.................................................24
Link: Employers look for close work.......................................25
I/L: Trucking Key to Econ.......................................................26
***Ext. 6. Food Prices.............................................................27

Link: More cars = high prices..................................................27
***Ext. 7. Drivers Licenses......................................................28

Can’t Obtain.............................................................................28
***Ext. 8. Expenses.................................................................29
Link: Families Can’t Afford.....................................................29
Advantage Defense
Auto Advantage Case D...........................................................30
Japan Econ High......................................................................31
Auto Industry High..................................................................33

Auto Industry High – Cash For Clunkers.................................34
Auto Industry Fail Inevitable....................................................35
Econ High................................................................................36
Jobs Advantage........................................................................37
Stimulus Solved.......................................................................38
No Solvency.............................................................................39
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Pollution Low...........................................................................40
Transit CP
1NC – CP SOLVENCY...........................................................41
Warming = Net Benefit............................................................42

Oil = Net Benefit......................................................................43
Spending = Net Benefit............................................................44
Pollution = Net Benefit............................................................45
Now Key..................................................................................46
Public Transportation > Cars....................................................47
CP Popular...............................................................................48
Auto industry CP
1NC CP....................................................................................51
2NC Solvency..........................................................................52
Politics Links...........................................................................54
Plan Popular.............................................................................55
Pland Unpopular......................................................................56
Aff Cards
Housing Add-On......................................................................58
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****Solvency****
Solvency Frontline (1/14)
1. Turn: Warming -
A. Earth is at a tipping point

United Nations; Governing Council of the United Nations Environment Programme; 11
November 2007
“Findings of the fourth Global Environment Outlook report” Pg. 7
Environmental changes affect human development options, with poor people being the most
vulnerable to its effects. In the period between 1992 and 2001, for example, floods were the most
frequent 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 social
systems may continue even if the forces of change are removed, as evidenced in stratospheric ozone
depletion and the loss of species.
B. Current suburban transportation habits put the planet endanger due to pollution
EnviornMed 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 and
Europe 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 and
economic 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 engines
more 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 sports
vehicles often replaced smaller, lighter passenger cars. An average new vehicle in 2003 consumed more
fuel that its counterpart in 1988. In the USA in 1987 cars averaged 25.9 miles to the gallon. Fuel
efficiency 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 than
emissions in the late 90's. The UK has done better reducing their emissions to about 0.6 billion tons,
14% below 1990 levels
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C. Driving cars causes climate change catastrophes
Our ability to monitor and understand the atmosphere has taken a quantum leap in recent years. We have
gone beyond naïve linear models and now appreciate that if complex systems such as the atmosphere, the
oceans, and land ecosystems change, they may become unstable and more unfriendly. Extra heat will
cause more turbulence, and weather patterns will change in unpredictable ways. We have to understand
that actions such as driving cars whenever and wherever we please can change the atmosphere and lead
to more catastrophes. Smart humans notice adverse changes and take action to minimize adverse consequences. But not
all 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 mentality
like the crew aboard the ship Californian- as some urge, saying that both ozone hole and global warming will
disappear 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 the
stratosphere, 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. Oxygen
levels fall, but profits rise for those who can provide it in bottles. An equatorial high pressure zone
forms, forcing drought in central Africa and Brazil, the Nile dries up and the monsoons fail, Then
inevitably, at some unlucky point in time, a major unexpected event occurs —a major volcanic eruption, a
sudden 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 involve
China and Russia…Suddenly the gradual climb in global temperatures goes on a mad excursion as the
oceans warm and release large amounts of dissolved carbon dioxide from their lower depths into the
atmosphere. 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 carbon
dioxide, the greenhouse effect increases, which further warms, the oceans, causing them to dump even
more carbon. Because of the heat, plants die and burn in enormous fires which release more carbon
dioxide, and the oceans evaporate, adding more water vapor to the greenhouse. Soon, we are in what is
termed 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 Venusian
excursion in temperatures, the oxygen disappears into the soil, the oceans evaporate and are lost and the dead earth loses it
ozone 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 life
that 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.
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2. Turn: Pollution –
A. Driving cars adversely causes pollution

MARK VAN VUGT, REE M. MEERTENS, and PAUL A. M. VAN LANGE, 95
MARK VAN VUGT & REE M. MEERTENS, Department of Health Education University of Limburg Maastricht.
The Netherlands PAUL A. M. VAN LANGE Free University of Amsterdam. Amsterdam, The Netherlands “Car
Versus Public Transportation? The Role of Social Value Orientations in a Real-Life Social Dilemma” Journal of
Applied Social Psychology, 1995 Pg. 259-60 http://www.kent.ac.uk/psychology/department/people/van-
vugtm/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 individual’s 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 public
transportation, the individual may experience (a) the negative effects of environmental pollution and or
(b) the costs associated with traffic congestion, provided that he or she commutes by car as well. Similarly, the
individual’s own choice affects the well-being of others. This interdependent situation is, to some extent,
problematic because the individual’s own well-being may be better served by a choice for the car, given
that it may yield greater individual outcomes in terms of convenience, flexibility, and privacy, whereas
the well-being of others is better served by the individual choice for public transportation, which
contributes neither to pollution nor to congestion. This particular type of interdependence yielding a
conflict between individual and collective interests is better known as a social dilemma (Dawes, 1980; Messick &
Brewer, 1983).
B. Car pollution causes acid rain

U.S. Geological Survey - U.S. Department of the Interior – May 13, 2009 (“Acid Rain: Do you need to start
wearing 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-production
companies and industries releases sulfur into the air that combines with oxygen to form sulfur dioxide (SO 2). Exhausts
from cars cause the formation of nitrogen oxides in the air. From these gases, airborne sulfuric acid (H 2SO4) and
nitric acid (HNO3) can be formed and be dissolved in the water vapor in the air. Although acid-rain gases may originate
in urban areas, they are often carried for hundreds of miles in the atmosphere by winds into rural areas. That is
why 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 Global
Environment)
Even though the British scientist Angus Smith coined the term “acid rain” over a century ago, only in
the last few decades have scientists recognized that widespread acidity in precipitation causes damage
far from its source. Over large stretches of the world, acid deposition has damaged life in lakes and
streams 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 and
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Europe. Acid deposition results when pollutants, particularly oxides of nitrogen and sulfur, are emitted
from smokestacks, smelters, and automobile exhausts into the atmosphere. These oxides are converted
through a series of chemical reactions with other substances in the atmosphere, to acids that fall back to
the earth’s 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 Oil”
http://www.reuters.com/article/pressRelease/idUS201354+06-Feb-2009+BW20090206
Today energy expert T. Boone Pickens highlighted the negative impact of America's staggering dependence
on foreign oil by focusing on Houston's deteriorating roads and interstates and stunning traffic congestion
at 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 Beverly
Woolley, 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 invested
in infrastructure and roads instead. Based on the latest figures from the U.S. Department of Energy's Energy Information
Administration (EIA), the U.S. imported 67.4 percent of its oil, or 408.7 million barrels in January 2009, sending
approximately $17 billion overseas to foreign governments. Of note, the U.S. has become even more dependent on
the 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. How
can 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 is
streaming 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 the
U.S. struggles on congested roads and collapsing highways and bridges." "This is the second month that we
have published the monthly oil import numbers. We think it is critical to track our progress as a country as we work to
reduce 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 3
trillion 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 period
traveler 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 economic
breakdown
Securing America’s 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 dollars
each 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 ; puts
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American troops in harm’s way; and exposes Americans to the risk of severe economic dislocation. For example: Al
Qaeda has targeted and continues to target oil infrastructure as a way of “bleeding” the U.S. economy .
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 global
economy. Oil’s influence on U.S. foreign policy puts considerable leverage in the hands of hostile powers and
undemocratic 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 sharply
higher, threatening the stability of the global economy.
4. Turn: Infrastructure –
A. More cars result in highway collapse and infrastructural destruction, and costs billions to
fix, Canada proves.
William Marsden, Patrick Dare And Jack Branswell, Canwest News Service. “Canadian bridges, roads
disintegrating; Laval tragedy exemplifies state of infrastructure,” March 26, 20 09, FP INFRASTRUCTURE; Pg.
FP13
For years Canadian cities and towns pleaded for investment in crumbling roads and bridges . Michel
Beaupre 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 and
the entire southern section collapsed onto the highway. Mr. Beaupre managed to stop just short of the angry tangle
of exhausted concrete and steel across the highway. Five people were killed, including a 28-year-old pregnant woman
and her husband. Its second overpass collapse in six years -- another in 2000 left one person dead -- made Quebec
the poster child for the country's neglected bridge and road infrastructure. While the consequences haven't been as tragic in
the rest of Canada, the whole country is scrambling to make up for what a Federation of Canadian Municipalities
study has called a $123-billion "infrastructure deficit ." Of that, the estimated cost of repairing the
transportation 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 planning
committee in Ottawa, says his city got behind on maintaining its infrastructure in the 1990s, when there was intense pressure
from citizens to keep taxes down. "We've skimped on capital programs," Mr. Hume said, adding it will take 10 years to
fix 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 the
costs 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 shipping
delays, lost work hours and air pollution.
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5. Turn: Congestion –
A. STOPPING TRAFFIC CONGESTION IS KEY TO THE ECONOMY - INDUSTRIES

LOSE 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 across
Canada. In 2004, the CBC reported that traffic gridlock in the GTA costs the city an estimated $3 billion per year in
lost productivity. Since 2004, it's safe to assume that that figure has only increased. Premier Dalton McGuinty has even
gone on record as saying "tackling gridlock is one of the most important things we can do to build a strong
and prosperous economy." Not only is traffic congestion hurting business and industry in monetary
terms. 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 face
the 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 don’t
want our dollars or our debt any more, how about a few nukes?
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6. Turn: Food Prices –
A. Car use spikes food prices – ethanol production and crop destruction
Combustion engines contribute to greenhouse gas accumulation in the atmosphere and are responsible
for climate changes. A sane, sober revision of vehicle use is long overdue. While ethanol has been
championed as an alternative to petroleum fuels, it mainly helps to reduce dependency on oil producing
countries. 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 events
threatens corn production in the US, where for decades corn surplus were common. The new
competition between hastily constructed ethanol plants and food production suddenly in 2008 became an
international issue.
C. Food prices increases breed global terrorism

Syed Ali Zafar - Supreme Court of Pakistan – The Nation - May 28, 20 08 (“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 time
of course revolutions and rebellions would have taken place in those countries who do not take effective counter measures.
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Clearly the global food crisis are just as dangerous as terrorism - it is a ticking time bomb indeed the world is
witnessing the new side of hunger - urban hunger where food is available on the shelves but no one can afford to purchase it.
An uncontrolled food crisis and spiralling prices will surely cripple the poor and marginalised society
and create ready breeding grounds for terrorism.
D. Terrorism results in extinction

Mohamed 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 exacerbate
the negative features of the new and frightening world in which we are now living. Societies would close in on
themselves, police measures would be stepped up at the expense of human rights, tensions between civilisations and
religions would rise and ethnic conflicts would proliferate. It would also speed up the arms race and develop the
awareness 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 a
conventional war which ends when one side triumphs over another, this war will be without winners and
losers. When nuclear pollution infects the whole planet, we will all be losers.
7. No Solvency –
Can’t Solve Job Growth – racial discrimination undermines all transportation strategies
Thomas Sanchez – Assistant Professor at the Center for Urban Studies at Portland State University - November 7,
1998 (“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 underemployment
are partially supported. Of the previous research that has been performed in this area, none has empirically addressed the
claim 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 the
residential locations of nonwhite workers and job locations. When nonwhite workers have reasonable access to
employment 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 and
correctional practices (see Hughes 1991) avoid the underlying theme of spatial mismatch -- racial
discrimination. 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 response
appears to be stricter enforcement of civil rights legislation.
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Turn: Minorities -
A. Minorities live in poorer areas more at risk of high pollution

Robert D. Bullard, Ph.D, Distinguished Professor of Sociology and Director of the Environmental Justice Resource
Center at Clark Atlanta University, Fordham University School of Law Fordham Urban Law Journal, October 20 04,
THIRTEENTH ANNUAL SYMPOSIUM ON CONTEMPORARY URBAN CHALLENGES: URBAN EQUITY:
CONSIDERATIONS OF RACE AND THE ROAD TOWARDS EQUITABLE ALLOCATION OF MUNICIPAL
SERVICES: ADDRESSING URBAN TRANSPORTATION EQUITY IN THE UNITED STATES,
http://www.urbanhabitat.org/files/2.Robert.D.Bullard.pdf
Transportation-related sources account for over 30% of the primary smog-forming pollutants emitted
nationwide and 28% of the fine particulates. Vehicle emissions are the main reasons 121 Air Quality Districts in
n183
the United States are in noncompliance with the 1970 Clean Air Act's National Ambient Air Quality Standards. Over
n184
140 million Americans, of whom 25% are children, live, work, and play in areas where air quality does
not meet national standards. Emissions from cars, trucks, and buses cause 25-51% of the air pollution in the nation's
n185
non-attainment areas. n186

Transportation related emissions also generate more than a quarter of the greenhouse gases.
n187Improvements 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. National Argonne Laboratory researchers [*1203] discovered that 57% of
n188
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. A 2000 study from the American Lung
n189
Association shows that children of color are disproportionately represented in areas with high ozone
levels. Additionally, 61.3% of Black children, 69.2% of Hispanic children and 67.7% of Asian-American children live in
n190
areas 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 Atlanta
Olympic Games in 1996 brought about a reduction in auto use by 22.5%, asthma admissions to ERs and
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hospitals also decreased by 41.6%." The CDC researchers also concluded that "less driving, better public transport,
n192
well designed landscape and residential density will improve air quality more than will additional roadways." n193 Excessive
ozone pollution contributed to 86,000 asthma attacks in Baltimore, 27,000 in Richmond, and 130,000 in Washington, D.C.
n194
Air pollution from vehicle emissions causes significant amounts of illness, hospitalization, and premature death. n195 A 2002
study in Lancet reports a strong causal link between ozone and asthma. n196 Ground-level ozone may exacerbate
health 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, lung
scarring, formation of lesions within the lungs, and premature aging of lung tissues. n197Air pollution
claims 70,000 lives a year, nearly twice the number killed in traffic accidents. A 2001 CDC report,
n198
Creating a Healthy Environment: The Impact of the Built Environment on Health, points a finger at transportation and sprawl
as 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
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B. The injustice caused by the plan will cause cycles of crime that legitimate violence against
minorities.
Jerry Frug, Stanford Law Review writer “The Geography of Community” Stanford Law Review, Vol. 48, No. 5
(May, 1996), pp. 1047-1108. Published by: Stanford Law Review. http://www.jstor.org/stable/1229380?cookieSet=1
Like many before them,78 Massey and Denton describe the conditions of these poor black neighborhoods: a
concentration of poverty and unemployment, combined with business disinvestment ; deterioration and
abandonment 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; a
stark isolation from outsiders, dramatically limiting the residents' social, cultural and economic world; the
creation of a culture in opposition to standard American values ("[t]o do otherwise would be to 'act white' ,,),79
including Black street speech, family dissolution, a drug culture with its attendant violence, and disengagement from political life.80 These
days the reason for these "concentration effects"81 is a hotly debated issue. Massey and Denton attribute the cause to segregation it-
self, 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-positive aspects of the culture
from which outsiders have a lot to learn .83 I do not intend to enter these debates here. It suffices to say, as Mas- sey
and Denton point out, that hypersegregation by itself has contributed to undermining the 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-have dramatically restricted
the opportunity, historically available for residents of other urban ghettos in America, 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 not voluntary. "85 Another
reason that the identification of poor African Americans as the violent "other" is shameful is that this
image is so often invoked by residents of relatively prosperous suburbs to legitimate 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 live is to focus on the issue
of violence that the outsiders so often raise . It bears emphasis that the people most victimized 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 who commit 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 is commonly
associated with assault and robbery, and robbery is the crime most often committed by strangers and
most likely to be interracial.89 Yet even for robbery, 63 percent of cases involve victims and offenders of the same
race, compared to 31 percent with white victims and black offenders.90 Of course, fear of crime is not irrational.
Even though the crime rate has declined in the country as a whole since 1981,91 there is still 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 white males and females have
annual victimization rates for these crimes of eighteen and fifteen per thousand, respectively.93 A fundamental issue 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 should we, as
Americans, do about these ghettos and the attendant fear that they generate both for those who live
within them and outside of them? A response to this question requires more than a psychological or
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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 people’s health

Worldwatch Institute – independent research organization in Washington, DC - June 28, 2002 (“Curbing Sprawl
to 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, traffic
accidents take up to a million lives worldwide. In some countries, the number of lives cut short by
illness from air pollution exceeds those lost to accidents. And by making driving necessary and walking
and cycling less practical, sprawling cities widen waistlines by depriving people of needed exercise.
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9. Turn: Gas Prices
A. Gas prices weigh more heavily on the poor

THE URBAN INSTITUTE, “Impact of Rising Gas Prices on Below-Poverty Commuters” September 2008
http://www.urban.org/UploadedPDF/411760_rising_gas_prices.pdf
While the increase in gas prices has increased costs for all commuters, workers from households whose
income is below the federal poverty level pay a larger proportion of their income for gas. 1 This fact sheet
uses 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 (8.6
versus 2.1 percent at $4/gal); As gas prices double, the increase in costs represents a disproportionate increase in
the burden for below-poverty commuters—from $2/gal, the increase takes 4.3 percent of income from below-poverty
commuters 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 the
gap between those above and those below the poverty line; The estimated numbers may actually
understate the relative burden on the poor, since we assume exactly the same gas mileage for commuters
in the two groups—if 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 income

THE URBAN INSTITUTE, “Impact of Rising Gas Prices on Below-Poverty Commuters” September 2008
http://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 impact
on the proportion of income spent on gas by poor workers, compared with the nonpoor. Although we
cannot know actual gas use based only on travel times, we can make a few assumptions to illustrate the
difference between the two groups.2
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10. Turn: Drivers Licenses –
A. Low income families and residents often get their licenses revoked
Nichole L. Yunk – August 2007 (“The Significance of a Driver’s License in Modern Urban Economy”;
http://www.mobilityagenda.org/wiyunkpaper.pdf)
Contrary to common perception, the vast majority of driver’s 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 child
support 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-alone
factors, 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 knowledge
about 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 serious
concerns.
B. Driver’s Licenses are key alt cause to employment – their plan would do nothing
http://www.mobilityagenda.org/wiyunkpaper.pd
Employment: Persons can lose their driving privileges for an extended period directly due to low or no
income, and a lack of a driver’s license can directly impact one’s ability to gain and sustain employment.
It has become standard practice for employers in Milwaukee County to request a job applicant’s driving
status to use as evidence of reliability. In fact, possession of a valid driver’s license and a vehicle in the household by
female welfare recipients were found to be better predictors of sustained employment success than even a high school
diploma5. Where jobs are located in the Milwaukee Area and the quality of the Milwaukee County Transit System also play
significant roles in the larger matter of workforce development. Three-fourths full-time and part-time job openings in the
metro area are located in Milwaukee County suburbs and exurban counties, areas to which the county public transportation
system 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 resulted
in the relocation of the majority of jobs from the center of a city to the surrounding suburban areas . This
“spatial 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.
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11. No Solvency -
The maintenance and upkeep of vehicles is too expensive – even given plan, poor families can’t
afford them
Greg 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 . Americans
spend 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 in
full may cost $4,000 annually (subtracting the average annual cost of financing), but the upfront cost of a car is still
substantial, and few Americans can afford to purchase a car outright. This picture is complicated by the fact that
few low-income families are able to afford a new car, which reduces the cost of financing, but these
families are also likely to have poor credit, which has the opposite effect. The used cars that they buy are
also likely to be less reliable than the average, which increases maintenance costs. Still, the evidence
shows that owning a car is a huge financial burden. Why take it on?
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***Ext. 1. Warming Turn

Uniq.: Critical Time
A. Our planet is on the tipping point due to climate change and sprawl – we must act now
Mike De 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 sustainable
growth, warns a new report issued yesterday by an environmental advocacy branch of the United Nations. "Biophysical
and social systems can reach tipping points, beyond which there are abrupt, accelerating, or potentially
irreversible changes," said the 540-page Global Environment Outlook, produced by authors from around the world for the
UN Environment Program. The report, the fourth of its kind since 1997, acknowledged some environmental trends could
slow 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" push
them across a dangerous threshold. In North America, the report highlighted as main concerns such issues as
water quality and quantity, energy, climate change and urban sprawl. These issues relate to the overuse
of natural resources to support major economic and population growth.
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Link: Plan = Warming

B. Plan spikes global warming
Worldwatch Institute – independent research organization in Washington, DC - June 28, 2002 (“Curbing Sprawl
to 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 to
control 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 transportation
the 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 deteriorating
neighborhoods are already fueling a backlash against sprawl. Understanding the role of sprawl in climate change should only
speed up the shift towards more parks and less parking lots. We can have healthier, more livable cities and protect the planet
from climate change too."
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Impact: Extinction
B. WARMING CAUSES THE EARTH TO GO DEATH STAR
Dr. Tom J. Chalko, MS, Engineering & PhD, Laser Holography, “Global Warming: Can Earth Explode?” 20 02,
http://www.bioresonant.com/news.htm.
The real danger for our entire civilization comes not from slow climate changes, but from overheating the
planetary interior. Galileo discovered that Earth moves. Copernicus discovered that Earth moves around the Sun. In 2000
Tom Chalko, inspired by Desmarquet's report, discovered that the solid nucleus of our planet is in principle a
nuclear reactor and that our collective ignorance may cause it to overheat and explode. The discovery has
been published in June 2001 by the new scientific journal NUJournal.net. Polar ice caps melt not because the air there is
warmer than 0 deg Celsius, but because they are overheated from underneath. Volcanoes become active and erupt violently
not because the Earth's interior "crystallizes", but because the planetary nucleus is a nuclear fission reactor that needs
COOLING. It seems that the currently adopted doctrine of a "crystalline inner core of Earth" is more dangerous for
humanity than all weapons of mass destruction taken together, because it prevents us from imagining,
predicting and preventing truly global disasters. In any nuclear reactor, the danger of overheating has to be
recognized early. When external symptoms intensify it is usually too late to prevent disaster . Do we have
enough imagination, intelligence and integrity to comprehend the danger before the situation becomes irreversible? Did you
see the figure above? It seems that if we do not do anything today about Greenhouse Emissions that cause the
entire atmosphere to trap more Solar Heat, we may not survive the next decade. In a systematically
under-cooled spherical core reactor the cumulative cause-effect relationship is hyperbolic and leads to
explosion. It seems that there will be no second chance ... If you doubt whether a planet can explode - you need to
see a witness report of a planetary explosion in our Solar system. Plato (428-348 BC) reported that the explosion of the planet
Phaeton had been perceived by our ancestors on Earth to be as bright as lightning... * the first few months of 2002 were the
WARMEST ever recorded on Earth. The trend continues. * Huge parts of Antarctic and Arctic ice have already melted. Key
Antarctic glaciers (Hektoria, Green and Evans for example) increased their melting rate 8 times in 3 years (between 2000 and
2003, Geophys. Res. Lett., 31, L18401). When glaciers begin to slide to the ocean, the sea level rise will cause a global
planetary flood. * Volcanoes become active under Arctic Ocean and in Antarctica * The Largest Volcanoes on Earth are
losing their snow-caps * Oceans are warmer than ever. Their increased evaporation produces large amount of clouds, rain and
widespread flooding * In heated oceans all currents are severely disrupted * Mountain glaciers melt around the globe *
The weather around the globe becomes more violent every month What causes 8-fold increase in Antarctic glacier melting in
just 3 years? Sun does not deliver 8 times the energy under the Antarctic ice does it? Some scientists predict that effects of
"global warming" will take many decades. Can they explain the increase of the melting rate of Antarctic glaciers 8 times in 3
years? Overheating of the fission heated planetary interior can... The matter seems URGENT. Please forward this page (or
the link to it) to ANY scientist or person of integrity whom you know. Our ONLY chance seems to be to UNDERSTAND
and PROVE to everyone what will happen if we do not change our attitude to atmospheric pollution. Avoid the mass media -
it seems that they are controlled by those who run the "economy" and are interested in keeping humanity misinformed to the
greatest extent possible. To withhold, distort or otherwise interfere with the truth about the Planetary Core is a Crime Against
Humanity - one of the greatest crimes that man can commit. Money cannot save the Planet. Only Understanding can. Focus
on Understanding. It cannot be undone.
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***Ext. 2. Pollution Turn
Impact: Pollution Kills
Pollution leads to early death
The Western Mail 07 “Stop 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 European
neighbours, let alone the rapidly-industrialising China and India, there is no cause for complacency. Relatively low levels
of 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 we
have 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 can
do is manage the risk to a more acceptable level. If emissions and air pollution cannot be wiped out
completely, 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 many
areas of Wales, where the tendency is to "live on the road", with houses yards from the kerbside. Here there needs to be
more investment in public transport to encourage people out of their cars and into less-polluting trains
and buses. Tram schemes have managed to cut pollution and congestion in parts of England, but seem
unpopular in Wales. Why? Things have already changed significantly since the 1970s, when academics
first started looking at air pollution data. The industrial landscape has changed; the air pollution now
comes largely from cars, rather than from factories and heavy industry.
Particle discharge from vehicles is a leading cause of urban death

Liz Hunt – Staff Writer at The Independent – January 20, 1995 (“Car exhaust fumes linked to urban-smog deaths
may be most dangerous pollutant”; http://www.independent.co.uk/news/uk/car-exhaust-fumes-linked-to-urbansmog-
deaths-may-be-most-dangerous-pollutant-1568798.html#mainColumn)
Tiny particles discharged into the air by cars can trigger fatal attacks of lung inflammation, blood
clotting 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 most
important and dangerous aspect of pollution. The particles can drift for miles, and accumulate inside
most 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 sacs
of the lungs. Scavenging white blood cells, known as macrophages, are "overwhelmed" by the particles. They release astream
of chemicals that set off an inflammatory action in the lungs and increase the stickiness of the blood so it is more likely to
clot. Professor Anthony Seaton, of Aberdeen University, and colleagues at Edinburgh University suggest that the
exacerbation 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.
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Impact: Biodiversity
Biodiversity loss and pollution lead to extinction
Sian Powell staff writer, The Australian “How we're destroying our habitat” November 14, 2007
The audit has found that each human being now requires one-third more land to supply their needs than
the planet can provide. Humanity's footprint is 29.1ha a person, while the world's biological capacity is
on 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's
survival''. The report's authors say there is no significant area dealt with in the report where the
foreseeable 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 fish
stocks 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 million
people die prematurely every year from indoor and outdoor pollution. Less than 1 per cent of the
world's marine ecosystems are protected.
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***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, it’s 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 and
the environment. But overlooked is the even larger question of war and peace: Dramatically expanding domestic drilling
could 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: Approximately
20% 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
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A/T: Café Standards
A/T Café Standards –
Obama’s CAFÉ Standards will fail to reduce oil consumption at all

Steve Siler and Mike Dushane – Car and Driver – May 2009 (“Obama’s CAFÉ Fuel Economy Standards to Create
Fleet of Tiny, Expensive Vehicles”;
http://www.caranddriver.com/reviews/hot_lists/car_shopping/latest_news_reviews/obama_s_cafe_fuel_economy_stan
dards_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. But
that 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 in
consumption; those used vehicles are the same "guzzlers" we're driving today. The fuel economy gains we
might 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.
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***Ext. 4. Infrastructure
A/T: Building
Building roads and highways can’t help the “over-car-lation”
TOM DAVIS AND RICK DOWER The San Diego Union-Tribune December 29, 2008 “Envisioning city's
transportation future Regarding "San Diego's transportation future" (Opinion, Dec. 19):” SECTION: OPINION; Pg.
B-5
Duncan McFetridge's commentary is a study in physiological button-pushing and dogged distortion of information. First, the
automobile is the transportation method of choice for the region because it fills the public need to get to places the public
wants to go at a cost that is perceived to be reasonable. The mantra that enough roads for cars can never be built
is 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 compromises
that 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 to
music and staged as a tragic-comedic opera where those interested in fantasy and unreality could go for laughs and a few
tears 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 San
Diego Association of Governments' planners eager for an infusion of federal billions. Been there, done that. He's certainly
right 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 cars
should be heaven for drivers. Obviously, they aren't . As much of the enlightened world gears up to try to
reduce its carbon footprint, create more livable cities and develop bold new ideas for public transportation aimed
at getting people out of their cars, as existing infrastructure collapses from want of attention, it no longer makes
the 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 greenhouse
gases, carbon dioxide, nitrous oxide and particulate matter. In addition, CARB has attributed thousands of premature deaths
to 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 population
continues to grow, placing new and greater demands on existing transportation systems. Transit will be a vital part
of the solution. According to the most recent Texas Transportation Institute report on congestion, public transportation
saved travelers 541 million hours in travel time and 340 million gallons of fuel in 2005.
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***Ext. 5. Congestion
Link: 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, 20 09
SECTION: 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 fundamental
transformation of the current system," said commission chairman Robert Atkinson, president of the Information
Technology 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 between
revenues 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 report
issued 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.Charles
Whittington, chairman of the American Trucking Associations, which supports a fuel tax increase as long as the money goes
to 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 fossil
fuels. Traffic congestion wastes an estimated 2.9 billion gallons of fuel a year. Less congestion would
reduce 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 have
the 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 been
worked out, such a system would mean equipping every car and truck with a device that uses global positioning satellites and
transponders to record how many miles the vehicle has been driven, the type of roads and time of day. Creation and
installation 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 for
lower 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, aggravating
traffic congestion and adding auto emissions to the environment, she says. "Growing jobs is important, but it
also matters where they are," Kneebone says.
"The more disconnected jobs are from people, the more challenges you face," Kneebone adds. "If you have this outward
sprawl 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 has
studied the trend on a local level for New Jersey Future, a research group. " If you're looking to bring highway traffic
under 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 would
rather relocate to a suburban area.
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Link: Employers look for close work

US urban areas are on the brink of massive congestion – further car use tanks US productivity
and turns case – employers will only look to workers who live close
Sam Staley – director of urban and land use policy at the Reason Foundation – New York Times – November 25,
2007 (“A Congested Economy”; lexis)
CONGESTION is slowly strangling the New York region's economy, and the recent misguided attempts to rein it in by
federal and local officials are proof that a fresh approach is needed. Recently, the Federal Aviation Administration threw
down the gauntlet on air traffic congestion, continuing caps on flights into and out of La Guardia Airport and threatening
caps 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 bold
congestion pricing plan attacks road congestion by diverting travelers from cars to mass transit -- again, telling people to stay
out. Both proposals fail to grapple with the root of the congestion crisis on land and in the air: the transportation
network's physical infrastructure has not kept pace with demand . And the failure to come to grips with
this situation will have significant long-term consequences for the region's economy. According to the Texas
Transportation Institute, a research group associated with Texas A&M University, traffic congestion already
represents a $7.4 billion economic loss to the New York area's economy. The F.A.A.'s flight caps would drastically
reduce access to the region's major airports, limiting access to the world's most important financial center and air
traffic volume to levels not seen since the 1960s. These claims may seem exaggerated. Traditionally, economists have
claimed that a certain degree of congestion is efficient because the costs of eliminating congestion might not exceed the
benefits. And some urban planners believe that congestion is actually good for the economy because it forces people to take
public transportation and shop locally. Indeed, if congestion is so terrible, why aren't the economic consequences more
visible? But the problem is that the region continues to grow, and congestion's negative economic effects continue to
broaden. The New York City and Northern New Jersey area, which includes Long Island and Westchester County, is
expected to add at least 3.5 million people by 2030, on top of the 18 million people already there. This growth is not
sustainable if congestion continues to go unchecked and elected officials continue to opt for blunt policy choices
like caps that fail to address the need to expand capacity. The metropolitan New York, northern New Jersey and southwestern
Connecticut region produces as much as it does because it taps into entrepreneurial talent and other resources unavailable in
large concentrations elsewhere. This access to labor and resources gives it the foundation for sustained economic growth
through increasing productivity. The results are staggering. According to a 2005 ranking of the world's largest urban
economies by PricewaterhouseCoopers, the tristate area, for example, churns out $1.1 trillion worth of goods and services
each year. But if congestion continues, eventually it will eat away at economic productivity in the region.
Congestion reduces the pool of resources available to businesses and workers by reducing access to jobs and
employees. A 30-minute commute to work might become 45 minutes or an hour, pushing the job outside
a worker's ''opportunity circle,'' which is the amount of time a typical worker is willing to travel to a job. Productivity
can compensate for the economic drag of congestion but only to a certain point . If congestion becomes too severe, the
economy begins to fragment, which means that businesses drawing on a large metropolitan labor pool
will be forced to tap into only those who live within a certain time and distance to the job . A fragmented
economy hurts productivity. It's already happening in the region. The Partnership for New York City, a business group,
estimates that eliminating excess traffic congestion would add as much as $4 billion and 52,000 jobs to the
regional economy. Congestion drains the region's manufacturing sector of $2 billion in revenue and 8,674 jobs.
Wholesale trade takes a congestion hit worth $1.3 billion in increased operating costs. In a world where New York is facing
increasing competition from cities like London, Paris, Tokyo and Beijing, the economically debilitating effects of air and
traffic congestion can no longer be ignored. Competitive margins are becoming thinner and thinner in an increasingly global
economy, and congestion is a deadweight loss that needs to be addressed sooner rather than later.
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I/L: Trucking Key to Econ.
Trucking industry key to economy.

ATA, American Trucking Associations. “AMERICAN TRUCKING ASSOCIATIONS TRUCKING AND THE
ECONOMY” 2007-2008 http://www.truckline.com/Newsroom/Trucks%20Are/Trucking%20and%20the%20Econo
my.pdf
With as many as 750,000 interstate motor carriers in the United States, the trucking industry is the
driving force behind the U.S. economy. Trucking does the heavy lifting to move, through the supply
chain, nearly everything we consume or use. Few Americans realize, however, that trucks deliver 70
percent of all freight tonnage or that 80 percent of U.S. communities receive their goods exclusively by
truck. Even fewer know that the motor carrier industry provides jobs and generates significant personal income
and tax revenue. It takes nearly 9 million people to move about 11 billion tons of freight annually. Trucking collects more
than $650 billion in revenue and represents about 5 percent of U.S. Gross Domestic Product. One out of every 13 people
working in the private sector in the United States is employed in a trucking-related job across manufacturing, retail, public
utility, construction, service, transportation, mining and agricultural sectors. Of those, 3.5 million are commercial drivers,
averaging $50,000 annually. Some earn well above$100,000 per year.
Trucking industry key to economy.

Charles E Wilson, Bulk Transporter November 1, 2007 Truck builders weathering short-term setback SECTION:
EDITORIAL; Pg. 6 ISSN: 0031-6431 Lexis.
Calling 2007 a disappointing year for commercial truck sales would be an understatement at best. This was a dismal year
for most - if not all - of the truck builders serving the US market. Further, there are indications that 2008 may
not be much better. Production of Class 8 trucks may not exceed 185,000 in 2007, according to some trucking industry
estimates. That's a significant drop from the 300,000-plus Class 8 trucks that were built in 2006. Medium-duty truck
production also has been sluggish this year. A whole host of factors contributed to the severe drop in truck production.
Topping the list was the rollout of new engines that were mandated by the Environmental Protection Agency to meet
significantly lower diesel emissions. Concerned about the reliability, performance, and higher cost of the new engines, many
truck fleets chose to skip the 2007-model-year trucks with the new engines. They bought extra vehicles in 2006, which
contributed to the record sales for that year, and they extended the trade cycle for the trucks they already were running. Some
fleets are refurbishing older tractors to get an extra two to three years out of them. Most of the truck builders reported plant
shutdowns and production delays tied to falling sales. Installation problems with the 2007 engines also reportedly contributed
to production line delays at some plants. Some of the drop in truck sales can be attributed to a softening economy. Without
question, the truck market was hurt by the meltdown in the residential construction sector. That is part of the reason that truck
tonnage for the year was down 2.2% through September. Enough of the gloom and doom, though. The commercial truck
market in the United States remains fundamentally sound. A few years from now, 2007 probably will be remembered as a
minor hiccup in the market. Here is why. Even if the industry only builds 185,000 Class 7 trucks in 2007, that's a lot of
trucks. In fact, it would have been record output back in the 1980s, and the average for the current decade remains around
250,000 trucks. Military orders have remained strong this year, which have helped keep the truck plants busy. Many fleets
with scheduled buying programs continued to buy new trucks during 2007. These buyers included a wide range of vocational
fleets, such as tank truck operators. Manufacturers will fine tune the 2007 engines over the next few months, and customers
will gain more confidence in the product. Setting aside sticker shock (the 2007 engines certainly are more expensive), fleets
are reporting reasonably good mileage (five to six miles per gallon) with the new engines. In addition, manufacturers already
are busy at work on the next round of new engines that will be required for the 2010 emission requirements. In fact the
builders are wasting no time in rolling out their new products. Detroit Diesel held a press conference in mid-October to show
off its 2010 engines, and that was followed by a PACCAR engine press conference at the end of the month. Industry
experts are expressing guarded optimism that the 2010 engines will have much-improved performance.
Most will incorporate selective catalytic reduction and other technology enhancements that should
address performance and reliability issues. Finally, the trucking industry accounts for nearly 85% of
transportation sector revenue, and it is a vital part of the US economy. Keeping up with US economic growth
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means that trucking companies have to continually renew their truck fleets. That's why the truck manufacturing sector will
rebound sooner, rather than later.
***Ext. 6. Food Prices

Link: More cars = high prices
Increased car use and fuel consumption spikes food prices – several warrants
Phil Edwards and Ian Roberts – London School of Hygiene and Tropical Medicine - The Lancet - My 23, 2008
(“Transport Policy is Food Policy”; lexis)
We endorse the call for fair and sustainable solutions to tackle the causes of global food insecurity (April 26, p
1389),1 but argue for greater recognition of the importance of reducing the demand for transportation fuel in
resolving the struggle for energy between people and cars. Science Photo Library. Petrol tanks and
stomachs were competing well before biofuels were proposed to tackle climate change . Motorised
transport is more than 95% oil-dependent and accounts for almost half of world oil use. Because oil is a key
agricultural input, demand for transportation fuel affects food prices. Increased car use also contributes
to rising food prices by promoting obesity which , for the reasons outlined below, increases the global demand
for food.
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***Ext. 7. Drivers Licenses

Can’t Obtain
Drivers Licenses are critical to employment – but the majority of the urban poor cannot obtain
them
http://www.mobilityagenda.org/wiyunkpaper.pdf)
The front lines of poverty change over time. Barriers
to workforce and economic development can be insidious
and the solutions to overcome them elusive. In order to reduce poverty in urban areas, it is critical that
community leaders and decision-makers understand the interrelated nature of the conditions that affect one’s
economic status. So much of achieving this understanding lies in knowing which questions to ask. This report will
explore the issue of driver’s license suspensions and revocations among low-income residents in Milwaukee
County as a non-traditional, but relevant, variable in the modern urban economy . The lens is that of the
director of Center for Driver’s License Recovery and Employability, a program of Justice 2000, the first of its kind in the
country.
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***Ext. 8. Expenses
Link: Families Can’t Afford
The maintenance and upkeep of vehicles is too expensive – even given plan, poor families can’t
afford them
Greg 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 . Americans
spend 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 in
full may cost $4,000 annually (subtracting the average annual cost of financing), but the upfront cost of a car is still
substantial, and few Americans can afford to purchase a car outright. This picture is complicated by the fact that
few low-income families are able to afford a new car, which reduces the cost of financing, but these
families are also likely to have poor credit, which has the opposite effect. The used cars that they buy are
also likely to be less reliable than the average, which increases maintenance costs. Still, the evidence
shows that owning a car is a huge financial burden. Why take it on?
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Auto Advantage Case D
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Japan Econ High
Japan’s economy is improving and will continue to get better into 2010 – output proves
Xinhua – China View – June 24, 2009 (“OECD Sees 0.7% growth for Japanese Economy in 2010”;
http://news.xinhuanet.com/english/2009-06/24/content_11595526.htm)
The Organization for Economic Cooperation and Development (OECD) projected Wednesday Japan's
economy to grow 0.7 percent in 2010 after it saw a contraction 6.8 percent this year. The OECD said in its Economic
Outlook report the sharp recession triggered by the global crisis may be "the most severe in Japan's post-war history." But
recovery in exports against the backdrop of a faster-than-expected rebound in world trade as well as some
weakening of the yen against other major currencies "would result in stronger-than-projected export and output
growth in Japan," it said. The government's series of fiscal stimulus measures, the equivalent of 4 percent of
the country's GDP, is likely to lift output growth into positive territory from the second half of this year. But
the growth rate will remain below 1 percent through next year, the OECD warned.
Japanese economy improving.
TMCnet ‘9 (“Japanese big firms say economic conditions improving”,
http://www.tmcnet.com/usubmit/2009/06/21/4236470.htm, 6/21/09)
The Japanese government said the business confidence among large companies, with a capital of 1 billion yen or more, is
expected to improve further in the months ahead.
In an similar survey conducted by the Asahi Shimbun newspaper , 59 of 100 major companies said the economy
had reached "a standstill," up from the previous survey in November when just one company said the
same.
Asked when the Japanese economy was likely to recover, 35 companies, the largest number, chose "the
first half of 2010," followed by 32 that picked "the second half of this year."
The Japanese economy is recovering due to exports.

Forbes ‘9 (“Takahide Kiuchi, Cheif Economist, Nomura Securities”,
http://www.forbes.com/feeds/afx/2009/06/09/afx6524638.html, 6/9/09)
'We are starting to see signs of the Japanese economy recovering, and exports are leading this . But this
doesn't mean domestic demand has recovered, especially capital spending. This is because the increase in exports is centred
on materials exports, linked to moves abroad to temporarily increase inventories.
The Japanese economy is improving.

Dow Jones ‘9 (“UPDATE:Japan Government Upgrades Econ Assessment For 2nd Straight Month”,
http://online.wsj.com/article/BT-CO-20090617-705071.html, 6/17/09)
The Japanese government upgraded its overall economic assessment for the second straight month in June,
saying that with exports and industrial production improving the economy is expected to pick up.
"While the economy is in a difficult situation," there are signs that some areas of the economy are getting better ,
the government said in its monthly economic report released Wednesday. And, "the economy is expected to pick up as
external economic conditions improve."
The improved assessment no longer says that the economy is "worsening," as it had been noting since
December, indicating that the government thinks the worst may be over for the world's second largest
economy.
The government's report adds to a slew of data and analytical reports that are predicting that Japan's economy likely hit
bottom after going through its worst recession since World War II. Also Wednesday, the Bank of Japan lifted its own
evaluation of the economy, saying in its June monthly economic report that the nation's economy has
"begun to stop worsening."
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Japan Econ High
Auto industry on the way to recovery.
The Guardian. (British newspaper) 6/25/09. “U.S. auto sales improve ‘notably’ in June”
http://www.guardian.co.uk/business/feedarticle/8576940
DETROIT, June 25 (Reuters) - U.S. industrywide retail auto sales have improved markedly in the first 17 selling days of
June from a month ago, indicating a "tempered but continued" recovery in the market, an influential industry tracking service
said on Thursday.
J.D. Power & Associates said new vehicle retail sales are expected to come in at 789,400 units in June, which represent a
seasonally adjusted annualized rate of 9.2 million units.
This is down 9 percent from a year earlier but marks a 14 percent improvement over May.
Combined with sales to fleet customers such as corporations, government agencies and car rental companies, U.S. June auto
sales are estimated at 10.3 million units on the annualized basis, the agency said.
That compares with 9.8 million units in May and would represent the best selling rate for 2009.
"Consumer confidence is improving, and market uncertainty is starting to decline, which has made consumers more willing
to take advantage of deals on new vehicles," said Gary Dilts, senior vice president of global automotive operations at J.D.
Power.
"In addition, sales incentives including those from Chrysler dealers facing closure have helped contribute to the upswing,"
Dilts said.
Chrysler, which emerged from bankruptcy this month by selling most of its assets to a new company led by Italy's Fiat ,
terminated franchise contracts with 25 percent of its U.S. dealers as part of a sweeping restructuring.
General Motors Corp , which filed for bankruptcy on June 1, hopes to complete a similar sale process to a new company
funded by the U.S. Treasury by the end of August.
J.D. Power said it is holding its forecasts for 2009 auto sales steady at 10 million units.
Japanese economy improving.

TMCnet ‘9 (“Japanese big firms say economic conditions improving”,
http://www.tmcnet.com/usubmit/2009/06/21/4236470.htm, 6/21/09)
The Japanese government said the business confidence among large companies, with a capital of 1 billion yen or more, is
expected to improve further in the months ahead.
In an similar survey conducted by the Asahi Shimbun newspaper , 59 of 100 major companies said the economy
had reached "a standstill," up from the previous survey in November when just one company said the
same.
Asked when the Japanese economy was likely to recover, 35 companies, the largest number, chose "the
first half of 2010," followed by 32 that picked "the second half of this year."
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Auto Industry High
US Auto Industry said to improve.

Reuters, Bailey, staff writer, 2009, (David, “U.S. auto industry sales seen slowly improving”, June 15,
http://www.reuters.com/article/GCA-autos/idUSTRE55E68M20090615)
The Americas unit of German auto parts supplier Robert Bosch ROBG.UL expects U.S. auto industry sales to
fall 30 percent in 2009 but can see a market bottom with slow improvement , the unit's chief executive said on
Monday. "I think on the automotive side that we see the bottom now and that we could expect that for the
remainder of this year that we see some slight improvement, but not a very significant jump," Peter Marks told Reuters Television in an interview.
"The consumer is still apprehensive to spend money because unemployment still seems to be rising and housing prices are down," Marks said. He said the year would be difficult overall for Robert Bosch, the
." "Even so, we are very globally represented as a company, and

world's biggest auto parts supplier, "because the automotive (sector) is suffering
we are balancing some of the slow economy in the U.S. with a better-faring economy in China and in
India," he said. Robert Bosch continues to invest in research in development in the automotive sector,
where it expects to see increasing focus in the United States with the adoption of strict mileage
standards.
Auto Sales are showing improvement in the status quo

CNN, Goldman, Staff writer, 2009, (David, “Battered auto sales show improvement”, June 2,
http://money.cnn.com/2009/06/02/news/companies/auto_sales/?postversion=2009060216)
Despite unprecedented turmoil in the auto industry General Motors, Chrysler LLC and Ford Motors all
reported auto sales that, while still anemic, were much better than expected. Overall industry sales
tumbled 34% during the month, according to sales tracker Autodata. That's better than the 36.1% decline
predicted by Edmunds.com, and it matches the 34% year-over-year drop in April. GM's market share increased last
month, and Ford Motor Co.'s May sales helped it to climb to its highest market share in three years. In
their monthly reports all the major automakers said that they believed economic conditions were
improving and that auto sales have largely bottomed out. "Consumer confidence, a key factor in car buying,
rose in May by the most in six years and is now at a level not seen since last September," said Michelle Krebs, of
Edmunds.com. "This good news couldn't come soon enough for the auto industry, and the benefits are
already coming in for most automakers." The seasonally adjusted annual sales rate, or SAAR, rose to 9.91 million vehicles, according to Autodata, up from a pace of
9.32 million in April. Sales slipped below 10 million units per year for the first time in 26 years in January. A Ford executive said it expected a bumpy recovery. "This is still a very fragile industry," said Ken
Czubay, Ford's vice president of sales, on a conference call with reporters. "It won't be a straight line up from here to the end of the year."
US auto industries say that sales have improved.

Bloomberg News, 2009, (“U.S. June auto sales may top 10 Million rate, best for 2009,” June 25,
http://www.latimes.com/business/la-fi-auto-sales-2009jun26,0,1492416.story)
General Motors Corp., Toyota Motor Corp., Ford Motor Co. and other automakers may report a U.S.
sales rate for June that exceeds 10 million units for the first time this year , according to three industry
estimates. A 10 million-unit rate is an increase from 9.9 million in May, separate reports from Edmunds.com; J.D.
Power & Associates and Deutsche Bank show. The so-called seasonally adjusted annualized sales rate last
exceeded 10 million in December. U.S. sales fell to 13.2 million in 2008 after averaging about 16 million a year for a
decade. "The SAAR is finally back in double-digits," Jesse Toprak, executive director of industry analysis for
Edmunds.com in Santa Monica, California, said in a statement today. "We're still a long way from 16 million unit sales, but
things are moving in the right direction ." GM and Chrysler LLC, reorganizing under separate Obama
administration-backed bankruptcies, are counting on improving U.S. sales to help increase revenue and
return to profit. Slowing U.S. auto sales have prompted GM, Chrysler, Ford, Toyota and competitors to cut North
American production, adding financial pressure on parts suppliers. J.D. Power, based in Westlake Village, New Jersey,
estimated the June SAAR at 10.1 million in a report today. The June sales rate may rise to 10.2 million and
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average 11 million units in the second half of this year, Deutsche Bank analyst Rod Lache wrote in a June 23
report. The June sales rate would still trail June 2008, when automakers reported a 13.6 million SAAR.
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Auto Industry High – Cash For Clunkers
People are already participating in “Cash for Clunkers”.

Tribune Herald ‘9 (“Waco area auto dealers talk about 'cash for clunkers' program”,
http://www.wacotrib.com/news/content/news/stories/2009/06/27/06272009wacClunkerz.html?imw=Y, 6/27/09)
Uncle Sam wants people driving gas-guzzling vehicles to trade them in for fuel-efficient models, and he’s promising rebates
of $3,500 and $4,500 to attract them.
President Barack Obama this week signed into law the “cash for clunkers” program . Thirty more days will
be spent refining it, which means dealers will begin accepting trade-ins around July 24.
But local car dealers say some car shoppers already are asking about it.
“We’re getting inquiries, but people need to know it’s not quite here yet,” said Peter Kultgen at Bird-Kultgen Ford, adding
that the particulars continue to be nailed down.
The auto industry and “Cash for Clunkers” help the environment.
MarketWatch ‘9 (“Auto Group Comments on Cash for Clunkers Legislation”,
http://www.marketwatch.com/story/auto-group-comments-on-cash-for-clunkers-legislation-2009624162300, 6/24/09)
"The 'cash for clunkers' legislation not only helps improve air quality and reduce greenhouse gas emissions,
but also consumers can breathe easier knowing that automobiles are the most recycled consumer product in the nation, more
so even than aluminum cans and yard trimmings," added Bradshaw.
Americans need to better understand how their purchase of a new vehicle helps reduce air pollution and that major air quality
improvements have already occurred because of advancements in vehicle technology. A recent survey conducted for ART by
Harris Interactive found most Americans are not familiar with the magnitude of air quality improvements. Seventy nine
percent (79%) believe that air quality in major U.S. cities has either gotten worse or stayed the same over the last ten years,
despite EPA data to the contrary.
"Most Americans don't realize they are breathing healthier air and probably would not guess that the
auto industry has played a major role in that progress or that the auto industry is committed to even
further improvements," added Bradshaw. "When it comes to greenhouse gases, most probably aren't aware that the auto
industry had regulations in place since the 1970s to reduce the carbon footprint of its products and has voluntarily signed up
to shrink it even further."
Cash for Clunkers will spur car purchases.

It has two goals: put Americans in a car-shopping mood and put more fuel-efficient vehicles on the road.
Automakers and their unions have lobbied heavily for the incentives to help the auto industry boost sales and stabilize
General Motors and Chrysler, which have received billions of dollars for government-led bankruptcies.
In May, U.S. auto sales were 34 percent lower than a year ago, and the industry expects to sell fewer than 10 million vehicles
in the U.S. in 2009, compared with more than 16 million in 2007.
Though domestic car companies appear to be hurting more than their foreign counterparts, the program does not discriminate
in that area. Clunkers traded in on imports also qualify for the rebates.
“Will this spur buying? Absolutely,” said Jerry Miller at Miller Mazda. “If you can get $3,500 or $4,500
on a car worth maybe $300, plus all the other rebates and incentives, I think people will consider it.”
Cash for Clunkers helps the auto industry – Europe proves.

The program is aimed at replacing older vehicles built in model year 1984 or later and would not make financial
sense for someone owning a vehicle with a trade-in value greater than $3,500 or $4,500.
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“It has
the potential to do some good, drum up some business. I know it went over well in Europe, which
is where we got the idea,” said Mark Stewart, general sales manager at John McClaren Chevrolet in
McGregor.
Auto Industry Fail Inevitable
Higher Gas Prices destroys the auto industry.

TB, Tire Business, March 2, 2009 “Demand for higher-priced brake components wanes” SECTION: NEWS; Pg.
0014 Lexis.
However, increasing gas prices act as a key restraint for the sale of friction parts , since mileage driven
determines the service life of most brake pads and shoes. When gas prices are high, the company added, motorists drive less
because they cannot afford gas—meaning they do not need to service their vehicles’ brakes as often.
“High gas prices have an exacerbated effect on the friction parts aftermarket because demand is closely
tied to how much gasoline people buy and use, ” Mr. Spivey said. “Because of high gas prices, vehicle
owners are also postponing servicing their vehicles, which further slows market growth.”
Given the challenging economic environment, manufacturers must emphasize product differentiation, customer service and
profitability throughout the value chain, the report noted. These represent the main pathways for suppliers to add value to
their product offerings, giving distributors an incentive to buy from one manufacturer instead of another.
Suppliers also should strive to offer full coverage of all vehicle makes and models, the company said, as well as carry
complementary products such as rotors and calipers.
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Econ High
U.S. Economy is on the rebound and will stay that way – the worst is past
Scott Malone - Rueters – June 23, 2009 (“U.S. CEOs View of Economy a Bit Less Bleak”;
http://www.reuters.com/article/smallBusinessTopNews/idUSTRE55M3E420090623)
U.S. chief executives took a slightly less grim view of the economy in the second quarter , but still plan to cut
jobs and capital spending, according to a Business Roundtable survey released on Tuesday.
The quarterly CEO Economic Outlook Index rebounded to 18.5 in the second quarter from a record low of
negative 5 in the first quarter. But it was still the third-lowest reading in the survey's six-year history. A reading below 50
means CEOs expect economic contraction rather than growth.
"What we basically see is more visibility , in that we don't see us in continued free fall," said Ivan Seidenberg,
chairman and CEO of telephone company Verizon Communications Inc and chairman of Business Roundtable. "The signs
appear less negative than they were last quarter, but no one is ready to suggest they are going to begin hiring to start
growth." Investors also appear to believe the worst of the downturn is behind them. The broad Standard &
Poor's 500 index has risen roughly 34 percent from the 12-year low it hit in March.
US economy is starting to recover

People Daily, 2009 (“Entrepreneur: U.S. economy to start recovering early next year”, April 6,
The U.S. economy is expected to start recovering early next year , said Jerry R. Mitchel, president of Midwest
Entrepreneur Forum. In an exclusive interview with Xinhua, Mitchel predicted that the U.S. economy may be
going to recover in the first quarter of the year 2010 and the reason for that is more and more people in
the country have started to create their own jobs. He said the reason for his prediction is that "when something
happens like this (economic recession) people start businesses, because they do not have enough money in their pocket and
banks, they have to work and build new companies." " In the face of every downturn that America has, new
businesses are formed to become big companies," he said.
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Jobs Advantage
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Stimulus Solved
Obama’s Stimulus is creating millions of Jobs a year – solves far better than plan
Robert Brodsky – Government Executive – May 11, 2009 (“Administration Projects Strong Stimulus Job Growth”;
http://www.govexec.com/dailyfed/0509/051109rb1a.htm)
the $787 billion Recovery Act will have saved or created
By the end of the Obama administration's first term in office,
roughly 6.8 million jobs that last one calendar year, according to a new report the White House released on
Monday. The 12-page document from the White House Council on Economic Advisers uses macroeconomic
models and projections to estimate how many jobs likely will be created or retained using stimulus
funding. To obtain the 6.8 million job-year figure -- categorized as one job for one year -- the panel added the estimated
number of positions that would saved or created during the next four years.
The council did not focus on individual stimulus spending projects because such an approach tends to create inflated job
estimates, said Christina Romer, who leads the council, in television interviews last weekend.
While the report creates a framework for agencies to use in developing job estimates, direct recipients of stimulus funds still
must report back to the White House on actual job creation figures. Recipients will receive guidance from the administration
on how to report actual job creation soon.
A senior administration official who spoke about the report on background Monday acknowledged that most of the early
findings were based on estimates and that more concrete data will be known as actual spending reports from recipients trickle
in. "This thing is just now starting to hit the economy," the official said.
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No Solvency
Bad credits stop people from buying cars-pose great threat to automakers. More people getting
bad credit
Karen Lawson, Mar 27, 2009 (freelance writer with more than fifteen years of experience in mortgage lending and loss
mitigation, MA degree in English, The Associated Press, “Obama:US Auto Industry "unsustainable" in Current Form”,
http://www.rebuild.org/news-article/obamaus-auto-industry-unsustainable-in-current-form/)
The Associated Press reports President Obama's assertion that the US auto industry is "unsustainable" in
its current form, and that major changes must be made if the Big Three are to remain viable . Although
President Obama confirms that the US auto industry must be saved, he cautioned that automakers must move beyond making
SUV's and hoping that gas prices remain low.
Sales figures confirm the challenges faced by automakers and consumers alike. During remarks made at his first online town
hall meeting, President Obama noted that since the economy flattened, US auto sales have decreased from 14 million to 9
million units. He cited tight credit climate and consumer reluctance to buy big-ticket items when they might
lose their jobs. This suggests that unless credit and consumer confidence are restored, the US automakers
could experience problems far worse than those created by gas prices.
In more dire news concerning auto loans, credit reporting firm Experian reports that the number of auto
loans 60 days delinquent increased by approximately 17% during the 4th quarter of 2008. This could
lead to more people with bad credit as defaulted auto loans are reported to credit bureaus.
Dealerships at risk of closing because of credit problem

Tara Kaprowy, December 16, 2008 (Staff writer, The Sentinel Echo, “A bumpy road: Auto industry woes impact Laurel
County”, http://www.sentinel-echo.com/archivesearch/local_story_351111519.html)
I was selling more than 1,200 automobiles annually at the Chrysler store and more than 600 at the GM store,” he wrote.
“When I bought my stores 11 years ago, I was worth more than $3.5 million with no debt. On June 30, 2008 , I had to close
my doors because of the drastic decline in sales. I couldn’t cut my expenses as fast as business was
dropping.”
Watkins did not respond to requests for comment.
Nationwide, about 3,800 dealerships are at risk of closing next year because of low sales and a tighter
credit, according to a study by Grant Thornton LLP.
It further estimated about 13.7 million cars and trucks will be sold next year, meaning about 18 percent of the total
number of U.S. car dealerships would need to close to maintain sales per dealer at last year’s level of
about 750 vehicles.
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Pollution Low
Pollution down from 2008

Max, Arthur, June 25, 2009, (Associated Press -“Recession, expensive oil slow CO2 growth in 2008”,
http://www.google.com/hostednews/ap/article/ALeqM5iE3VoHGEtYow4CbgGOwqEm0YWyjgD991RO180)
Emissions actually declined by 3 percent in the United States in 2008 from the previous year, largely
because high gasoline prices kept road travel down, said the agency, a government-funded body that
advises the Netherlands on environmental policy. U.S. fossil fuel consumption fell 7 percent last year,
which led to global decline of 0.6 percent — the first drop since 1992, the report said. Also for the first
time, carbon emissions were higher from developing countries, including expanding economic
powerhouses like China and India, than for the industrialized world.
Pollution down 40% since 1990

Snowden, Rebecca V., June 25, 2009, (American Cancer Society - EPA Estimates Cancer Risk Associated With
Air Pollution, http://www.cancer.org/docroot/NWS/content/NWS_1_1x_EPA_Estimat
es_Cancer_Risk_Associated_With_Air_Pollution.asp)
These data will be used to help states shape air-quality control plans required by the Clean Air Act. The Clean Air Act gives
states the responsibility for regulating air pollution. Since the 1990 Clean Air Act Amendments, toxic air
emissions have decreased by 40% from all sources, according to the EPA.
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****TRANSIT CP****
1NC – CP SOLVENCY
CP Text – The USFG should shift oil subsidies to fund public transportation infrastructure
projects across the United States.
And it solves - Shifting subsidies to public transportation effectively builds infrastructure across
the US – this solves better for the urban poor and solves back all of the case turns
Ronald D. Sandler and Phaedra C. Pezzullo – assistant professor of philosophy at Northeastern University and
assistant professor of rhetoric and public culture at Indiana University - “Environmental Justice and
Environmentalism” – February 2007 (The MIT Press; pg. 65-66; accessed using Google Books)
Because current modes of transportation use a lot of fossil fuel energy that contributes to global warming, environmentalists
favor efficient transportation, and this generally helps the poor most. The goal of transportation is for people to get
where they need and want to go. Public transportation is more efficient than the massive use of private
vehicles. A train can carry as many people intercity as sixteen lanes of highway designed for automobiles, thereby saving
land." It uses less power to transport people and produces less air pollution.7' It is eighteen times safer
than driving a car.24 It contributes less to global warming. It requires less land use for parking at each end.
Similar efficiencies attend light rail within a city. Finally, when such public transportation is fully developed, it is
convenient (because it departs and arrives frequently at many locations) and fast (compared to being stuck in rush hour
traffic). Such efficiencies arc reflected in studies showing that government expenditures on public transportation improve
worker productivity and regional economic performance.2* Thus, public transportation is more efficient and
environmentally friendly than the use of private automobiles. The U.S. government currently subsidizes
enormously the automotive and oil industries through tax breaks, road-building programs, health expenditures, and
more. Jane I loltz Kay, architecture critic for The Nation, writes, "The suburban commuter pays only 25 percent of the costs
of travel to the central district by car." 2" She explains, Things we rarely consider bear a dollar sign: from parking facilities to
police protection, from land consumed in sprawl to registry operations, environmental damage to uncompensated accidents....
According to one estimate, exactions from U.S. cars and trucks carry three-quarters of a trillion dollars in
hidden costs each year." Military expenditures are a major form of subsidy for automotive over public
transportation. Public transportation uses less fuel, reducing our country's dependence on foreign
sources of oil. With reduced vulnerability to oil shortages, the U.S. military presence in the Middle East, which currently
functions largely to ensure a continuous flow of oil from that region, could be cut back. The military build-up for the Gulf
War in 1991, for example, cost the equivalent of 40 cents per gallon of gasoline imported that year.-* Expenses continued
during the 1990s and then ballooned with the second Iraq war in 2003. If these subsidies gradually were transferred
to various forms of public transportation, a public transportation infrastructure could be estab lished,
giving everyone convenient, inexpensive alternatives to traveling by car. This would help poor people
most for three reasons. First, poor people tend to live where automotive traffic produces the worst health-
impairing air pollution. This situation is made worse in the United States by the fact that many poor people have
inferior access to decent health care to deal with pollution-related illness. Second, owning and running a car
takes a larger percentage of poor people's meager budgets and the cars they own , being older and of poorer
quality, tend to break down, jeopardizing poor people's income stream when they cannot get to work .29
Finally, improving energy security without recourse to war dispropor tionately benefits the relatively poor
because they are over represented among those who enlist in the armed force s and are in the line of fire. In
sum, efficient transportation both combats global warming and helps poor people, thereby making
environmentalist and justice mutually supportive on this matter.
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Warming = Net Benefit
Public Transportation is environmentally friendly
Robert J. Shapiro, Kevin A. Hassett and Frank S. Arnold; July 2002
Dr. Robert J. Shapiro: non-resident Fellow of the Brookings Institution and the Progressive Policy Institute and
Economic Counselor to the U.S. Conference Board, and Under Secretary of Commerce for Economic Affairs; Dr.
Kevin A. Hassett: Resident Scholar of the American Enterprise Institute; Dr. Frank S. Arnold: President of Applied
Microeconomics, Inc. columnist for The Environmental Forum. “Conserving Energy and Preserving the
Environment: The Role of Public Transportation” http://www.apta.com/research/info/online/documents/shapiro.pdf
The role of transportation in our nation’s energy consumption and environmental quality is
Immense. Americans use more energy and generate more pollution in their daily lives than they
do in the production of all the goods in the economy, the operations of all commercial
enterprises, or the running of their homes. Any serious effort to reduce our dependence on
foreign oil and make significant environmental progress must address the way Americans travel.
The vital role of public transportation in improving energy efficiency and the environment is
often under-appreciated. With its fuel and pollution advantages, increased use of transit offers
the most effective strategy available for reducing energy consumption and improving the
environment without imposing new taxes, government mandates, or regulations on the economy
or consumers.
Public Transportation reduces fossil fuel pollution and prevents global warming
Carli Paine - transportation program director for TransForm. TransForm works for world-class transportation and
walkable communities – January 19, 2009 (“Public Transit Investment Fuels More Jobs”;
http://www.urbanhabitat.org/node/2936)
If the recovery package is going to be truly green, it must support and enhance local air quality, energy efficiency, and reduce
global warming pollution. With transportation contributing one-third of all global warming pollution
nationally, it's clear that we need transportation solutions that give people reliable, affordable
alternatives to driving for every trip. Public transportation produces 95 percent less carbon monoxide
(CO), 90 percent less in volatile organic compounds (VOCs), and about half as much carbon dioxide (CO2)
and nitrogen oxide (NOx), per passenger mile, as private vehicles. Investing in public transportation
improves local air quality and health by reducing asthma-inducing and smog-forming pollution. In
addition, public transportation reduces dependence on fossil fuels and puts us on track to fighting global
warming. Expanding roads and highways undoubtedly leads to higher driving-related pollution in the long term.
Public Transportation would cut our CO2 emissions by 20%

Dr. Robert Shapiro – fellow at the Brookings Institution and Progressive Policy Institue, Dr. Kevin
Hasset – resident Scholar at the American Enterprise Institute, and Dr. Frank Arnold – president of
Applied Microeconomics – American Public Transportation Association – July 20 02 (“Conserving
Energy and Preserving the Environment”; http://www.apta.com/research/info/online/shapiro.cfm)
Turning to global warming, the use of public transportation reduces potential CO2 emissions by
7,405,856 metric tons. If we used public transit at the rate Canadians do, we would save more than 50
million metric tons of CO2; and if we matched the Europeans, we could cut CO2 emissions by about 74
million metric tons. At the Canadian rate, the benefits for global warming in the United States would equal
nearly 20 percent of all CO2 emitted from fuel burned for residential uses and more than 20 percent of the CO2
emitted by commercial enterprises. If we used public transit as often as Europeans do, the gains for climate change would
equal nearly one-fourth of the reductions mandated by the Kyoto agreement.
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Oil = Net Benefit
Public Transportation is environmentally friendly
The role of transportation in our nation’s energy consumption and environmental quality is
Immense. Americans use more energy and generate more pollution in their daily lives than they
do in the production of all the goods in the economy, the operations of all commercial
enterprises, or the running of their homes. Any serious effort to reduce our dependence on
foreign oil and make significant environmental progress must address the way Americans travel.
The vital role of public transportation in improving energy efficiency and the environment is
often under-appreciated. With its fuel and pollution advantages, increased use of transit offers
the most effective strategy available for reducing energy consumption and improving the
environment without imposing new taxes, government mandates, or regulations on the economy
or consumers.
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Spending = Net Benefit
Public Transportation is cheaper than a new fleet of cars

Achieving a genuine measure of energy independence and cleaner air by investing in our public
transportation systems has significant economic advantages. While this study measured current and potential
benefits of public transportation, the findings lead us to believe that achieving greater energy savings and
environmental gains by significantly increasing the passenger loads would be less costly than continuing
to expand the fleet of private vehicles, build and maintain more roads and highways to accommodate
them, and absorb the rising energy, environmental and congestion expenses of this approach.
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Pollution = Net Benefit
Public transportation would drastically reduce air pollution
Dr. Robert Shapiro – fellow at the Brookings Institution and Progressive Policy Institue, Dr. Kevin
Hasset – resident Scholar at the American Enterprise Institute, and Dr. Frank Arnold – president of
Applied Microeconomics – American Public Transportation Association – July 2002 (“Conserving
Energy and Preserving the Environment”; http://www.apta.com/research/info/online/shapiro.cfm)
Public transportation also offers the largest opportunity and the most efficient means for making major
strides in environmental quality without direct government regulation, especially in the urban and densely
populated suburban areas with the worst pollution. The direct environmental benefits of public transportation come
primarily from two factors. First, as we have now established, public transportation systems burn less fuel on a per
person/ per mile basis and therefore produce less pollution. Second, the diesel fuel and electrical power used in
public transportation systems are less polluting, unit-by-unit, than the gasoline used in most private
automobiles, SUVs, and light trucks.
Mo ev.
Joe Biden, US Vice President, “REMARKS BY PRESIDENT AND VICE PRESIDENT ON A VISION FOR HIGH-
SPEED RAIL IN AMERICA” April 16, 2009 http://freerepublic.com/focus/news/2230787/posts?page=6
With high-speed rail system, we're going to be able to pull people off the road, lowering our dependence
on foreign oil, lowering the bill for our gas in our gas tanks. We're going to loosen the congestion that also has
great impact on productivity, I might add, the people sitting at stop lights right now in overcrowded streets and cities.
We're also going to deal with the suffocation that's taking place in our major metropolitan areas as a
consequence of that congestion. And we're going to significantly lessen the damage to our planet. This is a giant
environmental down payment.
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Now Key
Now is the time for Public Transportation – key to prevent the next generation of dangerous
vehicles
Jack Diamond - Principal of the firm Diamond and Schmitt Architects Inc – The Globe and Mail – Novermber 27,
2008 (“Now is the time to reshape our cities”; lexis)
First, higher densities should be zoned within walking distance of existing public-transit stops. To make public transit
affordable, at least 25 units to the acre are necessary. Indeed, no further development should be allowed further than, say,
1,000 metres (a 15-minute walk) of a transit stop. These concentrations will have further benefits: They can support other
uses, such as food stores and what's known as convenience retail - dry cleaners, shoe repairs, news vendors - within walking
distance of home. Such arrangements break the automobile dependency that shopping malls create in spread-out suburbs.
Second, the utilization of bus flexibility. No expensive rail bed is required for bus service. Buses can serve local routes or
longer-haul, express routes. They can have a number of stops in one neighbourhood, then go directly to a more remote
destination. Exclusive bus lanes on existing arterial streets, for the longer-haul components of such trips, would enhance their
efficiency.
It wouldn't be hard to figure out the demand patterns. Such a system can sustain lower levels of ridership than those required
for rail-based transit. Bus transit could even function as an interim arrangement until sufficient density exists for rail.
These are just two of the steps available to begin the process of rendering our cities economically and environmentally
sustainable. Once these are begun, there are a host of others to accelerate the change, such as full-cost land pricing that
includes the incremental cost of expressways and trunk-line utilities.
The free market has been discredited by the wanton lack of regulation and public-interest intervention. What governments do
now with bailouts is possibly a poor, and certainly only a short-term, answer. Governments have to understand the
importance of being countercyclical - it's precisely at the low end of the business cycle that they should invest .
This is when the best prices are available for construction and other services. As the private sector sheds
employees, so the public sector should create them, by investing in future sustainability. Too often, governments do their
procurement at the high end of the business cycle, overheating an already hot economy.
Now is the time to consider investing in an infrastructure that not only provides employment but also
lays the foundation for future sustainability, and therefore a globally competitive and environmentally responsible
economy. If we don't take the opportunity created by the current crisis, suburbs will be like an SUV in the
next decade - unwieldy and unwanted.
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Public Transportation > Cars
Public Transport is better for the majority

MARK VAN VUGT, REE M. MEERTENS, and PAUL A. M. VAN LANGE, 95
MARK VAN VUGT & REE M. MEERTENS, Department of Health Education University of Limburg
Maastricht. The Netherlands PAUL A. M. VAN LANGE Free University of Amsterdam. Amsterdam,
The Netherlands “Car Versus Public Transportation? The Role of Social Value Orientations in a Real-
Life Social Dilemma” Journal of Applied Social Psychology, 1995 Pg. 259-60
http://www.kent.ac.uk/psychology/department/people/van-
vugtm/personal/publications/JASP1995Pdf.pdf
Individuals may construe a situation in which they must decide to go by car or by public transportation
in at least two distinct ways (cf. Van Vugt, Meertens, & Van Lange, 1994). First, the decision to commute by
car or by public transportation can be interpreted as a choice between the pursuit of a person’s own
immediate outcomes (i.e., personal convenience) versus a concern with the collective well-being in the long
run (i.e., our environment). According to this interpretation, the choice for the car is attractive from an
individual short-term perspective. Relative to public transportation, the car generally provides more convenience,
flexibility, and privacy. On the other hand, the choice for public transportation is attractive from a collective
long term perspective because public transportation produces fewer waste materials that threaten the
quality of our environment relative to cars. The structure of interdependence underlying this interpretation resembles
an N-person Prisoner’s Dilemma Game (Dawes, 1980; Hamburger, 1979; Van Lange, Liebrand, & Kuhlman, 1990) or a
social trap (Platt, 1973). According to this interpretation, the option of going by car (i.e., noncooperative choice)
is always more attractive to an individual regardless of other individuals’ choices. However, if all
individuals opt for the car, then each individual is ultimately worse off than if all individuals had opted
to go by public transportation (i.e., cooperative choice)when a sufficient number of other individuals do not
opt for the car.
Improved public transportation solves best – cars are unreliable and expensive – lack of public
transit is the root of the problem
Michael Yglesias – Associate Editor at the Atlantic Monthly – Think Progress – January 2, 2009 (“Cars are
Expensvie, Poor People take the Bus”;
http://yglesias.thinkprogress.org/archives/2009/01/cars_are_expensive_poor_people_take_the_bus.php)
To me, one of the most frustrating recurring notions that comes up when talking about transportation
policy is the idea that bad policies that subsidize auto commuting over all alternatives is a handy way of
helping out the poor. What people don’t understand is that, in reality, car ownership rates are much lower among the poor than they are among the non-poor. It’s common sense when you think about it — cars are expensive and poor people don’t have a lot of money.
Consider this chart of car ownership rates by ward in DC: Part of what’s going on here is that Ward One and Ward Two are well-served by transit and are close to downtown so it’s convenient for a lot of people to walk to work. But if you compare Ward 3 to Ward 8 the difference isn’t that Ward 8 is better-served
people, being poor, often can

by transit or better-located. On the contrary. The difference is that Ward 3 has the fewest proportion of poor people of any ward whereas Ward 8 has the most. And not coincidentally, Ward 7 has the second-most . Poor
only afford to live in inconvenient neighborhoods that are ill-served by transit. But being poor they often
also can’t afford to buy cars. Consequently, they’re just out of luck. The progressive move isn’t to keep
subsidizing cars, but the reverse — to use congestion charges and performance parking fees to raise funds that
improve the quality of service on the bus lines that poor people rely on.
Beyond the inconvenience bad transportation policy poses to those too poor to own cars, it takes a substantial economic
toll on poor people who do have cars. Car ownership among the poor , for one thing, tends to be an on-and-
off kind of situation because you’re talking about buying crappy, unreliable cars and you may not have
the funds necessary to repair or replace a vehicle when it breaks down. Meanwhile, you have people taking
on debt to afford their car and/or investing what little capital they have in a depreciating asset, both of which make it
difficult for the working poor to translate their income into wealth. Ultimately, this should all be pretty obvious.
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Everyone understands that cars are expensive — the most expensive consumer item normal people buy. Subsidizing an
activity that requires you to own one and making everyday life extremely difficult for most people who don’t have one is
especially hard on poor people.
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CP Popular
Environmental groups love public transportation
CLEAN Environmental Coalition - Environmental Lobby Talking Points on 2010 Budget – March 23, 2009
(“Issues: Federal Budget”; http://www.fcnl.org/issues/item.php?item_id=3551&issue_id=18)
Transit investments are a smart down payment on transforming America’s transportation system.
Investments in road and bridge repair create 9% more jobs per dollar than building new roads or bridges,
and public transportation spending creates 19% more jobs.
Public Transportation enjoys broad political and public support

Majorie Korn – Reporter at The Dallas Morning News – June 13, 2009 (“Texans in Congress push for big-ticket
Transit Projects”; http://www.dallasnews.com/sharedcontent/dws/news/nation/stories/DN-
transpobill_13met.ART.State.Edition1.510d3c8.html)
As a House committee prepares to craft new highway legislation, some Texas lawmakers are making public
transportation and rail service a high priority. Dallas Democratic Rep. Eddie Bernice Johnson, the highest-ranking
Texan on the House transportation committee, has requested nearly $2.5 billion for 25 projects . Of those, 12
are transit and rail projects that account for about $2 billion, while $500 million is for projects such as road and highway
upgrades. Among Johnson's largest transit project requests are $593 million to engineer and construct the east-west Cotton
Belt Corridor commuter rail line, $483 million to extend the Irving Corridor to Dallas/Fort Worth Airport, $440 million for
the Dallas central business district light rail alignment, $300 million for the Texas T-Bone high-speed rail corridor and $80
million for the first phase of a streetcar system in downtown Dallas. Johnson said the projects listed on her Web site
represent all requests that have been made to her office, and project priorities won't be determined until the committee
decides how much money is available. Still, Johnson said, high-speed rail is important to Texas and the stimulus
package includes about $8 billion for high-speed rail nationwide. "That is, for Texas, one of the best
investments we can make," Johnson said. "Our distances are such that Amtrak is just not fast enough." The surface
transportation legislation, which the committee will consider later this month, is how Congress allocates money for
transportation and highway construction over a six-year period. The bill, which could carry a $450 billion price tag, also
gives Congress an opportunity to request funding for specific projects. Based on new transparency rules, members of
Congress were directed to disclose project requests on their Web sites.
Rep. Chet Edwards, D-Waco, has requested at least $660 million in high-priority project funding, with nearly two-thirds
going to public transportation or rail projects. He has requested $350 for a portion of the Texas T-Bone high-speed rail
corridor.
But public transportation is not everyone's priority. Rep. Joe Barton, R-Arlington, has submitted nearly $116 million in
project requests, with only $3 million to be spent on a public transportation project: the North Arlington Intermodal
Transportation Center, which would add a stop on Trinity Railway Express between Dallas and Fort Worth.
A Barton aide said the congressman supports public transportation – particularly in Arlington – but said it's less useful for
those who live in places such as Ennis and Waxahachie. Barton's two big-ticket items are a $53.6 million expansion of the
U.S. Highway 287 Ennis bypass and $42 million to improve Interstate 35E.
Paul Dean, director of government relations at the American Public Transportation Association, said rural communities are
ramping up public transit. Transit's popularity is "not just in large, urbanized areas that are traditional transit
cities, but in smaller communities," Dean said. "As public transportation ridership and demand continues
to grow, you're starting to see a lot more members of Congress paying attention to transit and its benefits
and its positive contributions in those smaller community
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CP Popular
Democrats support the plan—they want credit flow.

Barack Obama, US President, Fox News Network February 24, 20 09 “Speaks About Economy”
http://www.lexisnexis.com/us/lnacademic/results/docview/docview.do?
docLinkInd=true&risb=21_T6856248015&format=GNBFI&sort=RELEVANCE&startDocNo=1&resultsUrlKey=29_
T6856248018&cisb=22_T6856248017&treeMax=true&treeWidth=0&csi=174179&docNo=9
You see, the flow of credit is the lifeblood of our economy. The ability to get a loan is how you finance the
purchase of everything from a home to a car to a college education, how stores stock their shelves, farms buy equipment, and
businesses make payroll.
But credit has stopped flowing the way it should. Too many bad loans from the housing crisis have made their way
onto the books of too many banks. And with so much debt and so little confidence, these banks are now fearful of lending out
any more money to households, to businesses, or even to each other.
When there's no lending, families can't afford to buy homes or cars, so businesses are forced to make layoffs.
Our economy suffers even more, and credit dries up even further.
That is why this administration is moving swiftly and aggressively to break this destructive cycle, to
restore confidence, and restart lending.
And we will do so in several ways. First, we are creating a new lending fund that represents the largest effort ever to
help provide auto loans, college loans, and small-business loans to the consumers and entrepreneurs who keep this
economy running…Speaking of our auto industry, everyone recognizes that years of bad decision-making and a global
recession have pushed our automakers to the brink. We should not and will not protect them from their own bad practices.
But we are committed to the goal of a re-tooled, re-imagined auto industry that can compete and win .
Millions of jobs depend on it; scores of communities depend on it; and I believe the nation that invented the automobile
cannot walk away from it.
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Auto Industry Advantage CP
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1NC CP
CP Text: The United States federal government should appropriate funds for low interest loans
through the Advanced Technology Vehicles Manufacturing Incentive Program and produce rules
on how to qualify for them. We’ll clarify.
The CP would solve the auto industry – it explodes production and preserves US competitiveness
Troy Clarke – president of General Motors - Christian Science Monitor - September 24, 2008 (“Why G.M. Needs
government loan”; http://www.csmonitor.com/2008/0924/p09s01-coop.html)
To meet the goals of the energy bill, lawmakers recognized that our industry would need access to capital, so they added a
provision called the Advanced Technology Vehicles Manufacturing Incentive Program . This measure can
help provide access to capital by authorizing up to $25 billion in direct federal low-interest loans to
automakers and auto parts suppliers to speed the development of advanced technology vehicles , such as
hybrids, hydrogen fuel-cell vehicles, and electric cars such as the Volt. This capital is necessary to continue our
transformational plans at full speed and give us the best chance of success.
The capital raised through these loans can be spent on such efforts as increasing our nation's R&D in
advanced batteries and alternative fuels, and retooling our factories to build new vehicles that use these advanced
technologies.
To make the loans available, Congress still must appropriate funds for this already approved measure,
and the Department of Energy must produce rules on how to qualify for the loans. We urge Congress and the
administration to quickly take those steps. Make no mistake, the domestic auto industry is critically important to
the health of the economy. Our industry employs a quarter of a million workers and provides healthcare
benefits to 2 million Americans and pension benefits to nearly 800,000 retirees and spouses. Partsmakers employ thousands
more. Domestic automakers have invested a quarter of a trillion dollars in the US economy over the past two decades,
investments that impact virtually every economic sector. For example, automakers are the largest purchasers of raw materials
and computer chips in the United States.
Let's be clear: This is not a bailout or a subsidy. It's a loan, which we'll pay back, with interest. This
program will help preserve US competitiveness in a global economy in which every automaker –
including some with the direct aid of their own governments – is striving to take the lead in advanced propulsion
technologies. For all these reasons, this direct loan program is an effective and appropriate US public policy.
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2NC Solvency
The Counterplan Solves

Ford, Exec Chair Ford Motor Company , 9-24-‘8 ( Bill , ““Why manufacturing still matters” , P.Nexis)
Over the years, I’ve gained a reputation as being outspoken about environmental issues. I’m proud of that reputation, and
happy to see the efforts to address these concerns are accelerating. But there is another critical issue that I’ve also
talked about for many years, with more mixed results: the importance of manufacturing to local, regional and
national economies. I’ve given what I call my “manufacturing matters” talk all over the United States, including a number of
times in Washington. My main message is that manufacturing in general, and the auto industry in
particular, is a major contributor to the economy. It provides jobs and tax revenue , furthers research
and education, creates new products and technologies, promotes overall prosperity, and is critical to national defense.
Unfortunately, this message has not resonated. There is a sense that manufacturing does not matter in the
Information Age. Even those who are alarmed by America’s dependence on foreign oil seem
indifferent to our growing dependence on foreign goods. Other nations where Ford does business value and
protect their manufacturing sectors. They do all they can do to help their industries. What I am suggesting is that our
government should work to create business conditions in which winning is possible and losing isn’t
inevitable. In recent years, U.S. automakers have been taking tough actions to improve our competitiveness.
Unfortunately, the U.S. auto industry is being battered by a perfect storm of economic setbacks that are causing sales to
plummet to their lowest level in more than 20 years. As a result, Ford is undergoing its most rapid and far-ranging
transformation since we switched to wartime production at the start of World War II. We are converting three
existing truck and sport utility vehicle plants to build small cars. We are adding four-cylinder engine
capacity to meet growing demand and expanding production of EcoBoost engines, sixspeed transmissions and other
fuelsaving technologies. In World War II, we built the Arsenal of Democracy . Now we are building the fuel-
efficient Fleet of the Future. The United States remains the world’s largest manufacturing nation .
Despite everything that has happened, the automotive industry remains the single largest manufacturing industry here. No
other industry generates more manufacturing employment, trade, research and development, and retail business. But we can
no longer afford to take the benefits for granted. Conventional wisdom assumes we live in a borderless world
where the location of a business is irrelevant and the fate of any one enterprise, or even an entire
industry, is unimportant. In theory, someone from somewhere else can always step in to provide the products desired
with no harm done. The problem is, in the real world, there is harm done. Factories are closed, jobs are lost, tax revenues that
support universities, hospitals, social services and local schools are reduced. Over time, as the strength of its economy is
eroded, the quality of life in a city, a state or an entire nation is diminished. The principles of capitalism dictate that these
disruptions, however painful, are good for the global economy in the long run. However, the principles of self-preservation
suggest that rooting for the home team is not a bad idea. Our home team — America — can no longer take its economic
leadership for granted. Other countries have strategic plans and carefully thought-out growth policies. We don’t have a
plan, and sometimes it seems as if we don’t have a clue. Our economy is troubled today and
threatened tomorrow. Business-asusual is no longer acceptable. It’s time for government and
business to work together for a stronger, more secure, and more prosperous nation. A good place
to start is the Advanced Technology Vehicles Manufacturing Incentive Program proposed by
Congress, which will help U.S. automakers accelerate their investments in fuel-efficient
technologies.
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Increasing the Incentive Program appropriations would allow for the bigger companies to apply –
but it wont happen now
Jeremy Korzeniewski – AutoGreen - June 27, 2009 (“Congress now considering doubling $25 billion DOE ATVM
program”)
Ford group vice president of sustainability, environment and safety engineering, said, "If
The other day, Sue Cischke,
they (the DOE) raise the appropriations from the $25 billion to the $50 billion, we qualify ." At the time, we
hadn't heard about any plans to increase funding for the Advanced Technology Vehicles Manufacturing
program. Of course, as we wrote when Cischke made those remarks, never say never.
Guess what? There's now talk that the DOE may go ahead and double its $25 billion investment in the
ATVM program. It seems that new legislation was added to the already controversial (and already massive at a
whopping 1,200 pages) climate change bill that's currently making the rounds in the House
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Politics Links
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Plan Popular
Policies that increase car use have tremendous political support
John Holtzclaw – Chair of the Sierra Club Transportation Committee – June 13, 1997 (“Building Better Cities”;
http://www.sierraclub.org/sprawl/articles/design.asp)
Even mild measures aimed at reducing single occupant vehicle commuting meet formidable resistance.
Lobbyists stripped from federal law the employee commute options mandate that required employers to design
programs that would modestly reduce single occupant vehicle commutes in non-attainment areas. The California
legislature even denied air districts the right to implement such trip reduction ordinances. Few employers
offer non-driving commuters cash payments equal to the free parking they give drivers (parking cash-out).
Legislators love them some car – they won’t touch it

John Holtzclaw – Chair of the Sierra Club Transportation Committee – June 13, 1997 (“Building Better Cities”;
http://www.sierraclub.org/sprawl/articles/design.asp)
After leaving the assembly line auto emission systems deteriorate and must be maintained to keep emissions low. Yet
legislators shy away from requiring more effective inspection and maintenance programs , such as
centralized inspection, loaded-mode tests, higher mandatory repair limits and diesel standards, in all state non-attainment
areas. Talk radio even raised a firestorm in San Francisco against cleaner-burning reformulated gasoline. Nor are evaporative
emissions or entrained dust even addressed by tailpipe controls. There appear to be real political limits to more
effectively cleaning up the car.
People still won’t buy because of the recession

Gallup, reputable poll service, December 18, 2008 “One in Four Have Postponed Car Purchase Recently”
http://www.gallup.com/video/113479/One-Four-Postponed-Car-Purchase-Recently.aspx
Almost one-quarter (24%) of Americans say that they have considered buying a car in the past six months
and then decided not to, and a majority (56%) of those individuals say the major reason for their decision
is the economic recession.
62
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Regents Laboratory
Pland Unpopular
Republicans staunchly oppose plan.

David Kiley is senior correspondent in BusinessWeek's Detroit bureau. “Auto Bailout Hung Up in the Senate”
December 10, 2008 http://www.businessweek.com/print/bwdaily/dnflash/content/dec2008/db20081210_152585.htm
Some Republicans staunchly oppose handing billions of dollars to the car companies, regardless of how
much power a "car czar" is given. Republicans may have taken a beating in last month's national election, but they still
wield plenty of power in the U.S. Senate. Opposition by several key senators to a federal bailout of the U.S. auto
industry threatens to block a $14 billion loan package, at least until a new Congress convenes in January. The White House
and House Democrats hammered out a bill on Tuesday night, Dec. 9, that would give General Motors (GM) and Chrysler
enough federal money to avert bankruptcy. The House of Representatives passed the bill Wednesday night. But despite
measures that were added to strengthen the hand of a federal auto-industry overseer, the bill did not appear to have enough
GOP support to gain the necessary 60 votes in the Senate. Majority Leader Harry Reid (D-Nev.) has scheduled a test vote on
the bill for Friday. The revised bill calls for government loans drawn from an Energy Dept. fund targeted to help the
automakers to retool plants. A "car czar" would then be designated to work with the automakers over 90 days to wring
concessions from debt holders, the auto workers' union, dealers, and management to hammer out a restructuring plan that
would make the companies competitive with Asian and European rivals. If a plan couldn't be worked out to the approval of
the "czar," Congress, and the Obama White House, the government would have the ability to push the companies into a
bankruptcy filing—and would hold senior-debt status that should place it first in line to get repaid in a liquidation or court-
directed reorganization. Long-Term Loans Under the bill, if the automakers can show viability, more money—perhaps as
much as $80 billion to $90 billion, by some estimates—might have to be appropriated from Congress if the recession drags
through 2010. That money would be in the form of long-term loans to be paid back to the U.S. Treasury. Despite the apparent
low risk to the taxpayer of the initial auto package, several GOP senators steadfastly oppose it. Some of them don't think
the bill provides adequate leverage to force the automakers to restructure outside of bankruptcy. But others don't want to
give federal dollars to companies they figure will fail anyway . Senator John Ensign (R-Nev.) said the plan
amounts to "the government picking the winners and losers instead of the market.… We're just going down further and
further and further towards socializing our economy ," he said. Ensign said casino workers feeling the brunt
of the recession were as deserving of government help as auto workers.
Hints that the government is trying to revive the auto industry is unpopular, the public wants the
industry dead.
Lydia Saad, Gallup staff writer. “Americans Reject Sequel to Auto Bailout” February 26, 20 09
http://www.gallup.com/poll/116107/Americans-Reject-Sequel-Auto-Bailout.aspx
PRINCETON, NJ -- Supplying Detroit automakers with more taxpayer dollars to ward off bankruptcy doesn't
fly with most Americans, 72% of whom say Congress should not authorize the additional $21 billion in
emergency loans that General Motors and Chrysler are now requesting. Only 25% say Congress should provide
the money. President Barack Obama intimated in his speech before Congress Tuesday night that he, himself, does not
want to reward the auto companies for their past poor performance . However, it is hard to find a constituency
within the American public that might agree with his simultaneous commitment to help them anyway. The highest levels of
support for granting the auto industry a second round of loans are found among self-described liberals (35%) and Democrats
(33%). Even in the Midwest -- the geographic hub of the U.S. auto industry -- only 28% of Americans think the
federal government should make the loans…Whether it's because of their badly reviewed testimony before Congress
last year, their perceived mismanagement of their companies, or because of bailout fatigue, more generally, the U.S. auto
executives' latest plea for taxpayer help is being met with little sympathy.
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Aff Cards
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Berkeley 2009
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Housing Add-On
Job Growth solves housing sector.
Raymond James Director of Real Estate Research February 23, 20 09 “professionally speaking- “Job Growth is key
to housing sector recovery” http://www.raymondjames.com/experts/puryear.htm
Job Growth is Key to Housing Sector Recovery . Motivating all the parties involved in the housing sector – lenders,
borrowers and service people – is an important part of the government’s economic recovery package. However, job growth
is the underlying essential to the sector’s recovery, because job growth is the number one driver of
household formation. There is too much inventory. Figures at the end of the fourth quarter of 2008 indicate that of the
existing stock of 130 million housing units in the United States (single-family homes, apartments, condos, etc.), 19 million,
or 14.6%, were empty on any given night. Three million of those need to be cleared before recovery can occur, suggests
Raymond James’ Director of Real Estate Research Paul Puryear in this edition of Professionally Speaking, hosted by Larry
Pugliese.
Housing sector key to solving the economy.

Telegraph, Social housing ‘is key to economic recovery’ Monday, 8 June 20 09
http://www.belfasttelegraph.co.uk/business/business-news/social-housing-lsquois-key-to-economic-recoveryrsquo-
14330356.html
Increased investment in social house building would be a major contribution to getting the local
economy back on track, according to a report released today by the University of Ulster.
In the report — titled Addressing the Economic Downturn: the case for Increased Investment in Social Housing —
economists Mike Smyth and Mark Bailey said public investment must focus on areas that can provide the
greatest social and economic benefits during the recession.
“Social housing has strong multiplier effects in terms of employment and has greater short-term impact on the
Northern Ireland labour market than other construction investments. This is due to a higher labour-intensity in house building
activity,” said Mr Smyth, who is the university’s head of economics.
“Social housing has strong non-monetary impacts on the economy and contributes more than some other
types of capital investment programmes to the achievement of sustainable development.”
Economic Collapse Would Escalate To Full-Scale Conflict And Rapid Extinction

Bearden 2K (Lt. Col in US Army) [Thomas, “The Unnecessary Energy Crisis”, Free Republic, June 24, p.
online //wyo-tjc]
Prior to the final economic collapse, the stress on nations will

History bears out that desperate nations take desperate actions .
have increased the intensity and number of their conflicts, to the point where the arsenals o f
weapons of mass destruction (WMD) now possessed by some 25 nations, are almost certain to be released . As an example, suppose a starving North
Korea launches nuclear weapons upon Japan and South Korea, including U.S. forces there, in a spasmodic suicidal response. Or suppose a desperate China-whose long-range nuclear missiles
the mutual treaties involved in such scenarios will

(some) can reach the United States-attacks Taiwan. In addition to immediate responses ,
quickly draw other nations into the conflict, escalating it significantly . Strategic nuclear studies have shown for decades
that, under such extreme stress conditions, once a few nukes are launched, adversaries and potential adversaries are then compelled to launch on perception of preparations by one's adversary.
The real legacy of the MAD concept is this side of the MAD coin that is almost never discussed. Without effective defense, the only chance a nation has to survive at all is to launch
rapid escalation to full

immediate full-bore pre-emptive strikes and try to take out its perceived foes as rapidly and massively as possible. As the studies showed,
WMD exchange occurs. Today, a great percent of the WMD arsenals that will be unleashed, are already on site within the United States itself. The
resulting great Armageddon will destroy civilization as we know it, and perhaps most of the
biosphere, at least for many decades.
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***Ext. 2. Pollution Turn.........................................................19

***Ext. 3. Oil Dependence.......................................................21

***Ext. 6. Food Prices.............................................................27

***Ext. 7. Drivers Licenses......................................................28

Japan Econ High......................................................................31

Auto Industry High..................................................................33

Warming = Net Benefit............................................................42

A. Earth is at a tipping point

Solvency Frontline (2/14)

D. Warming Destroys All Life On Earth

Solvency Frontline (3/14)

A. Driving cars adversely causes pollution

B. Car pollution causes acid rain

Solvency Frontline (4/14)

Solvency Frontline (6/14)

A. STOPPING TRAFFIC CONGESTION IS KEY TO THE ECONOMY - INDUSTRIES

B. A collapse of the US economy will escalate to nuclear war.

Solvency Frontline (7/14)

C. Food prices increases breed global terrorism

D. Terrorism results in extinction

Solvency Frontline (8/14)

Solvency Frontline (9/14)

A. Minorities live in poorer areas more at risk of high pollution

non-attainment areas. n186

Solvency Frontline (11/14)

Urban Sprawl wrecks havoc on people’s health

Solvency Frontline (12/14)

A. Gas prices weigh more heavily on the poor

B. Gas prices take a toll on income

Solvency Frontline (13/14)

Solvency Frontline (14/14)

***Ext. 1. Warming Turn

Link: Plan = Warming

Particle discharge from vehicles is a leading cause of urban death

A/T Café Standards –

Obama’s CAFÉ Standards will fail to reduce oil consumption at all

More cars will explode congestion.

Link: Employers look for close work

I/L: Trucking Key to Econ.

Trucking industry key to economy.

Trucking industry key to economy.

***Ext. 6. Food Prices

***Ext. 7. Drivers Licenses

The Japanese economy is recovering due to exports.

The Japanese economy is improving.

Japanese economy improving.

US Auto Industry said to improve.

." "Even so, we are very globally represented as a company, and

Auto Sales are showing improvement in the status quo

US auto industries say that sales have improved.

People are already participating in “Cash for Clunkers”.

Cash for Clunkers will spur car purchases.

Cash for Clunkers helps the auto industry – Europe proves.

Auto Industry Fail Inevitable

Higher Gas Prices destroys the auto industry.

US economy is starting to recover

Dealerships at risk of closing because of credit problem

Pollution down from 2008

Pollution down 40% since 1990

Public Transportation would cut our CO2 emissions by 20%

Public Transportation is cheaper than a new fleet of cars

Public Transport is better for the majority

people, being poor, often can