Professional Documents
Culture Documents
INDEX
Shell ..................................................................................................................................................................................................................................
RAILROAD'S KEY TO ECON .................................................................................. 2
COAL KEY ......................................................................................................................................................................................................................
D/A TURNS CASE ....................................................................................................
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LINKS............................................................................................................................................................................................................................... 7
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RAILROADS D/A MUDI 2008
Shell
Ahrens in 08
Frank, Freight railway industry seeing a spike, Washington Post, April 26, 2008, http://www.startribune.com/business/18186459.html
and stock prices have soared. The value of the largest railroad,
the Union Pacific, has tripled since 2001. This year alone, the railroads will spend nearly $10
billion to add track, build switchyards and terminals, and open tunnels to handle the coming flood of traffic. Freight rail tonnage will rise nearly
90 percent by 2035, according to the Transportation Department. In the 1970s, tight federal regulation, cheap truck fuel and a wide-open
interstate highway system conspired to cripple the railroad industry, driving many lines into bankruptcy. The nation's 300,000 miles of rails
became a web of slow-moving, poorly maintained lines, so dilapidated in spots that tracks would give way under standing trains. The
Staggers Rail Act of 1980 largely deregulated the industry, leading to a wave of consolidation. More than 40 major lines condensed into the
fueled prosperity -- and the need to add track for the first time in
80 years. Soaring diesel prices and a driver shortage have
pushed freight from semitrailer trucks back onto the rails. At the same
time, China's unquenchable appetite for coal and the escalating U.S. demand for Chinese goods, means more U.S. rail traffic is heading to
tonnage hauled by U.S. railroads, but it is the ocean-crossing shipping container -- carrying autos,
toys, furniture and nearly every product a consumer will buy -- that has lit a rocket under the railroad industry. Passenger rail traffic is also
increasing; 2007 was Amtrak's fifth consecutive year of increased ridership, up 6 percent from 2006.
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RAILROADS D/A MUDI 2008
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RAILROADS D/A MUDI 2008
Thomas Beardon, fmr Lt Col, 2000 [“The Unnecessary Energy Crisis: How to Solve It Quickly,” http://www.fre
erepublic.com/forum/a3aaf97f22e23.htm, June 24]
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RAILROADS D/A MUDI 2008
COAL KEY
(_______) Coal is the most important commodity carried by rail.
US Department of Interior in 08
(Overview of U.S. Freight Railroads, http://nationalatlas.gov/articles/transportation/a_freightrr.html
Last modified: April 29, 2008 15:58)
Coal is the most important single commodity carried by rail. In 2002, it accounted for 44 percent
of tonnage and 21 percent of revenue for Class I railroads. The vast majority of coal in the
United States is used to generate electricity at coal-fired power plants. Coal accounts for half of
all U.S. electricity generation, far more than any other fuel source, and railroads handle
approximately two-thirds of all U.S. coal shipments.
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RAILROADS D/A MUDI 2008
LINKS
(_______) Alternative Energy Link: Railroads haul most of the US coal. Policies that
restrict emissions will lead to additional cost for railroads.
Brown in 07
(Matthew, FindArticles > Oakland Tribune > Jul 8, 2007 > Article > Print friendly, Railroads put money on coal despite pollution, economic
concerns, Matthew Brown, Associated Press, http://findarticles.com/p/articles/mi_qn4176/is_20070708/ai_n19357202/print)
GILLETTE, Wyo. -- The cloud that hangs over the coal industry for its contribution to global warming has yet to cast a shadow here, across
Railroads across the
the vast network of railroad lines that haul coal from the sun-baked flats of the Powder River Basin.
country are spending hundreds of millions of dollars buying locomotives, adding track
and building cars. Much of the activity is focused on upgrades to the nation's coal
transportation network, and nowhere is the spending as intense as in the Powder River Basin of northeastern Wyoming and
southeastern Montana. "They're clearly putting their chips on coal remaining the largest source
of energy in the United States," said railroad industry consultant Anthony Hatch. The resurgence in spending, after a
slowdown earlier this decade, is not the first time the industry has gone on a building binge. What's striking, observers say, is the amount of
Coal
resources going into coal at a time when utilities across the nation are under pressure to switch to less polluting fuels.
accounts for 21 percent of industry revenues -- $11 billion of $53 billion in 2006. More
than 852 million tons were hauled last year by the major railroads, accounting for
almost 80 percent of the coal produced in the United States, according to the Association of American
Railroads. Almost all of it went to power plants. So as mining and utility companies wage a public relations campaign
to parry rising criticism of their contribution to climate change, railroads are joining the fight. In public speeches, on media tours and in
corporate reports, railroad executives are touting the advantages of coal as a low-cost energy source with ample domestic supplies.
Parroting the message of the utility industry, they point out that coal produces an estimated 52 percent of the nation's electricity. They stress
future technologies could potentially reduce power plant emissions of carbon dioxide -- a major greenhouse gas. And they remind that rail
remains the most efficient way of getting coal from mine to plant. These actions have not gone unnoticed. Frank Wilner, an economist with
the railroads of going a step beyond coal advocacy, to lobby against
the United Transportation Union, has accused
legislative proposals for a new tax or other restrictions on carbon emissions. Wilner described the
utility, mining and rail industries as "arm in arm, fighting any carbon taxes or any additional costs that
might be imposed to clean the coal."
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RAILROADS D/A MUDI 2008
Tennant in 03
(Tessa, et al, Chair of Carbon Disclosure Project, Carbon Disclosure Project 2003,
http://64.233.169.104/search?q=cache:vEhU-
sDrK90J:www.cdproject.net/download.asp%3Ffile%3Dcdp_report.pdf+%22reduction+in+coal
%22+%22railroads%22&hl=en&ct=clnk&cd=43&gl=us, accessed 5/29/08)
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RAILROADS D/A MUDI 2008
Millar in 05
William, 2005 http://www.apta.com/government_affairs/aptatest/testimony060426.cfm , The U.S. Rail
Capacity Shortage (House Subcommittee on Railroads)
America long has enjoyed the most extensive and efficient transportation system in
the world. Today, other countries are catching up. Policies that support the growth of
railroads - passenger and freight - are critical to America's mobility and our ability to
compete in a global economy. The critical capacity issues affecting railroads - passenger and freight - are a part of an
overall crisis in transportation system capacity that also affects our airports, roadways, port facilities, and public transportation infrastructure.
Such congestion is putting severe stress on America's transportation and logistics network, which historically has given America its economic
edge. Positioning for a Rail Renaissance The past twenty-five years has been a period of significant change for the American railroad
industry. While the Staggers Act of 1980 is rightfully credited with helping the once threatened railroad industry become profitable again, it
has also led to significant consolidation and downsizing of America's railroad network. Rail freight traffic has grown in many places to the
limits of capacity. What has been rational and profitable from a railroad shareholder viewpoint, has also resulted in a downscaling of
America's overall rail network. Meanwhile, over this same 25 year period commuter railroads have blossomed, and have also been a major
success story. Last year, passengers took 423 million trips on our commuter railroads, a nationwide ridership increase of 2.8 percent from
the year 2004. Ridership increases are being experienced by every commuter railroad in America. The Safe, Accountable, Flexible, Efficient
Transportation Equity Act - A Legacy for Users (SAFETEA-LU), enacted in summer 2005, includes significant funding to expand rail systems
and build new rail systems. This year, new commuter rail systems will open in Nashville and Albuquerque. New systems are in advanced
stages of development in Minneapolis, Salt Lake City, Portland, Charlotte, Raleigh, and Denver. Other communities are not far behind,
among them Phoenix, Ann Arbor, Austin, Atlanta, Harrisburg, Pittsburgh and Orlando. These projects will help reduce congestion and
provide mobility options, integrate regional economies, and provide one of the quickest ways for individuals and families to beat the high cost
of gasoline. Looking
to the future, railroads - passenger and freight - are poised to play an
even greater role in enabling commerce and economic growth.
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(_______) Freight railroads are key to the US economy. They reduce pollution and provide billions of
dollars to the economy. A reduction in freight railroads hurts US economic competitiveness.
AAR in 08
AAR, American Association of Railroads, Policy and Economics Department, Overview of America's Freight Railroads, February, pg 8
Freight railroads offer major public benefits in addition to cost-competitiveness and
efficiency. First, railroads are more fuel efficient than other modes of transportation.
On average, railroads are three or more times more fuel efficient than trucks, and
railroad fuel efficiency is improving all the time. In 1980, railroads moved a ton of freight an average of 235
miles per gallon of fuel. In 2006, the comparable figure was 423 miles, an 80 percent improvement. If just 10 percent of the freight that
moves by highway moved by rail instead, annual fuel savings would exceed one billion gallons. Second, railroads are environmentally
The U.S. Environmental Protection Agency estimates that for every ton-mile, a
friendly.
typical truck emits roughly three times more nitrogen oxides and particulates than a
locomotive. (Other studies suggest an even greater advantage for railroads.) Because
of their fuel efficiency, railroads also have a clear advantage in terms of greenhouse
gas emissions. Third, freight railroads reduce highway gridlock. A typical train takes the freight equivalent of several hundred
trucks off our highways. Overcrowded highways act as an “inefficiency tax,” seriously constraining economic growth. Freight railroads help
relieve this restriction by reducing congestion, enhancing mobility, and reducing the costs of maintaining existing roads and the pressure to
build costly new roads. Fourth, railroads have major safety advantages over other modes. For example, trucks have significantly higher
fatality and injury rates than railroads. International Comparisons According to World Bank data, the U.S. freight railroad industry leads the
world (often by large margins) or is near the top among all nations in terms of miles of track, traffic volume, productivity, affordability, and
other measures. The U.S. dominance is a direct consequence of a market-based system under which economic regulation is limited. The
“Because of a market-based approach involving minimal
World Bank‟s railways adviser has noted that,
government intervention, today’s U.S. freight railroads add up to a network that,
comparing the total cost to shippers and taxpayers, gives the world’s most cost-
effective freight service.” Over the years, countries in every corner of the globe have
restructured and privatized their freight rail systems, looking to the United States for
guidance. The most successful restructurings have imitated the U.S. model of “vertical integration,” in which a railroad both owns the track (and
affiliated infrastructure) and operates the trains over that track. Prior to Amtrak‟s creation in 1970, intercity passenger rail service in the United States was
provided by the same companies that provided freight service. When Amtrak was formed, in return for government permission to exit the passenger rail
business (and avoid the hundreds of millions of dollars in annual losses from passenger operations they were forced to incur), freight railroads donated
passenger equipment to Amtrak and helped it get started with a capital infusion of some $200 million (well over $800 million in today‟s dollars). Today, Amtrak is
the only intercity passenger railroad in the continental United States. The vast majority of the 22,000 or so miles over which Amtrak operates are actually owned
by freight railroads. (Amtrak owns approximately 750 miles of railroad, primarily from Boston to Washington, D.C.) By law, freight railroads must grant Amtrak
access to their track upon request and must give priority to Amtrak trains over all other trains. Amtrak pays fees to freight railroads to cover the incremental
costs of Amtrak‟s use of freight railroad tracks. These fees do not come close to covering the full costs borne by the host freight railroads associated with the
operation of Amtrak trains over their tracks. Commuter and light rail passenger service is offered in a couple dozen cities throughout the United States. Many
commuter rail operators own all or part of the right-of-way (sometimes purchased from freight railroads) on which they operate. Some commuter and light rail
systems operate primarily or exclusively over tracks owned by freight railroads. To avoid the time and expense of new right-of-way acquisition, the vast majority
of proposed new commuter operations and existing commuter passenger operators who want to extend their operations typically advocate using freight railroad
right-of-way. Before non-Amtrak passenger rail operators can begin operations on freight-owned track, they must first reach agreement, through arms-length
negotiations, on a wide variety of engineering, operational, and legal issues, such as liability, hours of passenger operations, access fees, number of passenger
Freight railroads recognize the potential public benefits of passenger service
trains, and so on.
and work to accommodate passenger trains when mutually-beneficial arrangements
can be negotiated, as the many successful examples of passenger trains operating on
freight-owned property make clear. However, passenger service must not degrade freight railroads‟ ability to serve
their current and future freight customers. The goal of reducing pollution and highway congestion by expanding rail
passenger service will not be realized if passenger trains interfere with freight service and thereby force freight
onto the highways. Conclusion America’s freight railroads connect businesses with each
other across the country and with markets overseas over a rail network spanning
140,000 miles. They form the most efficient and cost-effective freight rail system in the
world, saving our economy billions of dollars each year — while reducing pollution,
energy consumption, and greenhouse gas emissions; relieving highway congestion; and enhancing safety.
Freight railroads provide a major boost to our global competitiveness and enhance our
standard of living and quality of life. They are the vital link to our economic future.
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US Department of Interior in 08
(Overview of U.S. Freight Railroads, http://nationalatlas.gov/articles/transportation/a_freightrr.html
Last modified: April 29, 2008 15:58)
First, they have major advantages in energy efficiency over other modes. On average,
railroads are three times more fuel efficient than trucks, and railroad fuel efficiency is
improving all the time. In 1980, U.S. railroads moved a ton of freight an average of 235
miles per gallon of fuel. In 2002, the comparable figure was 404 miles, a 72 percent
increase. Second, railroads are environmentally friendly. The U.S. Environmental
Protection Agency (EPA) estimates that for every ton-mile, a typical truck emits
roughly three times more nitrogen oxides and particulates than a locomotive. Other
studies suggest trucks emit six to 12 times more pollutants per ton-mile than do
railroads, depending on the pollutant measured. Railroads also have a clear advantage
in terms of greenhouse gas emissions. According to the EPA, railroads account for
just 9 percent of total transportation-related NOx emissions and 4 percent of
transportation-related particulate emissions, even though they account for 42 percent
of the nation's intercity freight ton-miles.
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