Alex+&+Samantha

toc =** Plan **=
 * Plan Text: The United States federal government should expand United States Maritime Administration Title 11 loan guarantee funding for short sea transportation in the United States. **

=Economy Advantage= The plan generates a massive economic stimulus– loan guarantees are the most effective catalyst for widespread investment Currently, the U nited S tates is… defray the cost to taxpayers. Another taxpayer savings can be seen in the proposed $5.5-billion widening of one highway, the 710 freeway in Southern California that connects the ports of Los Angeles/Long Beach. That $5.5 billion is a great deal more than the $165 million in taxpayer guarantees for 66 new ships. In addition, the 710 road widening may not be necessary if a majority of the daily truckloads traveling on that road were shifted onto ships. The risk is further reduced because U.S. law, the Jones Act, requires that all coastal ships be built in the United States and manned by U.S. crews so the work cannot be outsourced to foreign competitors. A proposal to add default insurance to the program further reduces risk. One heavy truck carrying 25 tons of freight consumes 370 percent more fuel per ton than a tug and barge carrying 1,750 tons of freight. A similar size truck consumes 400 percent to 500 percent more fuel than a ship. Using ultra-low sulfur diesel, ships can reduce carbon emissions by 75 percent or more compared with a truck traveling the same distance. Funding ships that consume only 25 … costs for shippers and consumers.
 * Margaronis, 08** [Marine highway would ride wave of economic benefits, Stas, Guest Columnist Seattle Pi, [|http://www.seattlepi.com/local/opinion/article/Marine-highway-would-ride-wave-of-economic-1293286.php#ixzz1yY1CGarw]]

And, a __federal program__ is a vital … competitiveness – current funding is insufficient For the U nited S tates **to …** some hurdles to implementation here. Implementation of America’s Marine Highway In part to address this concern, in 2007 the Bush Administration passed the Energy Independence and Security Act,(1)(“Energy Act”) which included an initiative to develop America’s Marine Highway (“AMH”) specifically addressing waterborne movement of passengers and non-bulk freight between origins and destinations that would otherwise be served by roads and highways. (Also known as Short Sea Shipping(2), and Trucking by Water(3)). As required by the Energy … **progressively more congested** over time. Improved cost-effectiveness 1 gallon of fuel is burned to move 1 ton of cargo 70 miles by truck vs. 420 miles by rail vs. 575 miles by barge. All of these forms of transport should interconnect and be used to maximum efficiency. Fuel efficiency is being improved for all forms of transportation, including that which will reduce marine engine sulfur, carbon and particulate emissions.(7) Regulations require that the fuel efficiency of marine vehicles must improve.(8) The MARAD report cites The Environmental Protection Agency, in “Nonroad Engines, Equipment and Vehicles: Diesel Boats and Ships"(9) regarding the Clean Air Nonroad Diesel Rule requirements to decrease allowable levels of sulfur in fuel used in marine vessel by 99 percent compared to levels allowed before the effective date of 2007. Further developments have required still better fuel efficiency and reduction of green house gas emissions. Addressing these external costs is rightfully the role of government, because external costs are not necessarily within the purview of private business.(10) Marine transport is the most efficient means, yet it is not used to its optimum capacity.(11) Costs of Not Increasing Marine Transport The costs of not fully implementing a marine highway have been documented in many articles and informational sources for over a decade, and are addressed in the MARAD report. Pollution, reliance on foreign oil, lost time/productivity due to highway congestion, stress, effects on populations that live near highways, waste, national security vulnerability and exposure during crises are all products of the transportation system as it functions today, and have been for some time. MARAD reports on studies regarding the cost-effectiveness of specific Marine Highway services. For example, the Institute for Global Maritime Studies found that “medium-sized, uncongested ports could be inexpensively modified to handle ro/ro ships at an investment of about $5 million each."(12) Compare $5 million per port modification with the cost of infrastructure maintenance to keep the same system in place. The I-95 Corridor Coalition estimates that the investment along Interstate Highway 95 on the length of the United States east coast would be a whopping $47 billion per year to respond to the expected increase in activity.(13) Federal Funding  Part of the initiative of the Energy Act was the extension of Capital Construction Funds to owners to create incentive to build vessels for containers and ro/ro shipping through tax deferrals. Another incentive was the authorization of $2 billion for MARAD’s Title XI loan guarantee program(14)  MARAD’s April 2011 report concludes that “ … that is disheartening at best. Boosting economic competitiveness is vital to preventing military retrenchment – risks great power wars
 * Zimmer, 11** [Nancy, August, “Progress on America’s Marine Highway” graduated from Smith College (B.A., cum laude, 1998), and City University of New York School of Law, (J.D., 2001). She is admitted to the U.S. District Court for the District of Massachusetts, and the First Circuit Court of Appeals, and is a trained mediator. She is also a former commercial fisherman and commercial fishing boat owner. She is a member of the Maritime Law Association of the United States. Nancy can be contacted on +1 508 432-2121 or by email at zimmer@sealaw.org, []]
 * Khalilzad, ’11** – Bush’s ambassador to Afghanistan, Iraq, and the UN and former director policy planning at the DOD (Zalmay, “The Economy and National Security”, National Review, 2-8-11, [])

Today, economic and fiscal trends… rates). These are promising options. The key remaining question is whether the president and leaders of both parties on Capitol Hill have the will to act and the skill to fashion bipartisan solutions. Whether we take the needed actions is a choice, however difficult it might be. It is clearly within our capacity to put our economy on a better trajectory. In garnering political support for cutbacks, the president and members of Congress should point not only to the domestic consequences of inaction — but also to the geopolitical implications.  As the United States gets its economic and fiscal house in order, it should take steps to prevent a flare-up in Asia. The United States can do so by signaling that its domestic challenges will not impede its intentions to check Chinese expansionism. This can be done in cost-efficient ways.  While China’s economic rise enables its military modernization and international assertiveness, it also frightens rival powers. The Obama administration has wisely moved to strengthen relations with allies and potential partners in the region but more can be done. Some Chinese policies encourage other parties to join with the United States, and the U.S. should not let these opportunities pass. China’s military assertiveness should enable security cooperation with countries on China’s periphery — particularly Japan, India, and Vietnam — in ways that complicate Beijing’s strategic calculus. China’s mercantilist policies and currency manipulation — which harm developing states both in East Asia and elsewhere — should be used to fashion a coalition in favor of a more balanced trade system. Since Beijing’s over-the-top reaction to the awarding of the Nobel Peace Prize to a Chinese democracy activist alienated European leaders, highlighting human-rights questions would not only draw supporters from nearby countries but also embolden reformers within China. Since the end of the …, dangerous era of multi-polarity.

Congestion underlies a multibillion dollar drag on the economy – chokes any possible recovery Traffic congestion is **costing billions …** [|.] Rep. Nick Rahall (D-W.Va.), ranking member on the House Transportation and Infrastructure Committee, said the report demonstrates the need for Congress to pass a robust surface transportation bill. “ The cost of congestion … traffic each year ,” Rahall said. “This report is further evidence that Congress must reject Republican efforts to slash transportation investment and get to work crafting a surface transportation bill that is large enough in size and scope to put Americans back to work and tackle the backlog of transportation needs in this country.” President Obama has proposed a boost in infrastructure spending as part of the $447 billion job-creation plan he has touted most of the month. “If you invest in roads and transit, you get better service and access to more jobs,” said Tim Lomax, one of the study’s authors. “Traffic management and demand management should be part of the mix, too. Generally speaking, mobility investments in congested areas have a high return rate.” The report found that delays for the average commuter have increased to 34 hours annually, up from 14 hours in 1982. Congestion is becoming a //bigger problem// … by 2015 and seven hours by 2020. By 2015, the cost of gridlock will rise from $101 billion to $133 billion per year — more than $900 for every commuter, and the amount of wasted fuel will jump from 1.9 billion gallons to 2.5 billion gallons — enough to fill more than 275,000 gasoline tanker trucks, the study found. “ Congestion does more than … **economic recovery is so fragil** e .” The report suggests several solutions, including traditional road building and transit use, combined with traffic management strategies such as signal coordination and rapid crash removal. Telecommuting and flexible work hours also can play a role in reducing traffic. While there’s no silver bullet to fixing the problem, the report suggests that answers will have to come from all involved. “The solution mix may … nothing is not a productive option .”
 * Needham, 11** [Report: Traffic congestion costs billions, weighs on the economic recovery, Vicki, The Hill, []]

That recovery is fragile now – the risk of catastrophic economic failure is high
 * Wiseman, 6-4-12—**economics writer from “Associated Press”(Paul, “Global Economy at Risk as US, Europe and Asia Slow”, Bloomberg Business Week- Associated Press, June 4, 2012, http://www.businessweek.com/ap/2012-06/D9V6BG0G0.htm)//JL

__The global economy's foundations are … troubles go well beyond Greece.__

And, robust study proves our argument – the economic impact is widespread The 2010 Urban Mobility Report, //the …// at the Texas Transportation Institute.. This project expands upon a framework for estimating commodities moving on the roadways through and within a given city. The original framework, developed by the Texas Transportation Institute as part of their ongoing work on the Urban Mobility Report, uses the Federal Highway Administration’s Freight Analysis Framework (FAF) database to identify the commodities in the trucks that originate and terminate in a given city, as well as pass through it. The research team created and tested a methodology for generating truck freight values using case studies in Austin, Texas, Denver, Colorado, and are in the process of refining it for Milwaukee, Wisconsin under this project. An early version of the resulting areawide freight value methodology was used in the 2010 Urban Mobility Report to develop freight value estimates for all 101 urban areas included in the report. Of the 101 urban areas included in the 2010 Urban Mobility Report, seventeen are located in the Midwest. Two of these are very large urban areas (Chicago and Detroit), while there are nine large urban areas (Minneapolis-St. Paul, St. Louis, Indianapolis, Milwaukee, Louisville, Kansas City, Cincinnati, Cleveland, and Columbus), five medium urban areas (Wichita, Grand Rapids, Akron, Dayton, and Toledo), and one small urban area (Madison). In these urban areas alone, delays represent nearly $6 billion (of the $33 billion nationwide) in freight-related congestion costs for the more than $1.3 trillion of total commodity value that moved through these areas in 2009. Larger, more densely populated urban areas have greater traffic volumes and consume more goods and thereby have higher total commodity values. This research also illustrates the important role of long transportation corridors in freight movement. A number of smaller urban areas along major East-West interstate highway corridors–such as Milwaukee, Columbus, and Madison–have commodity values rankings much higher than their delay rankings. This means that while there is less congestion impeding freight movement through these urban areas, it also means that these areas form crucial links in much larger freight transportation systems. “Wisconsin’s Interstate and U.S. highway corridors help serve the whole nation,” says Bittner. The same is true of most–if not all–of the other Midwest states. The 2010 Urban Mobility Report also suggests a number of operational treatments for reducing congestion in urban areas–freeway incident management, freeway ramp metering, arterial street signal coordination, arterial street access management, and high-occupancy vehicle lanes–and the particular urban areas where these strategies are applicable. For example, the report suggests that all of these strategies except HOV lanes would be beneficial in Milwaukee and Chicago. CFIRE researchers also have identified several strategies for reducing congestion, including identifying and mitigating bottlenecks and removing artificial restrictions such as delivery prohibitions and lane restrictions. Guo has led national efforts to better identify and alleviate bottlenecks in the trucking network. “Findings to date about truck delay and freight bottlenecks calls for more comprehensive and localized analysis of the causes of and solutions to freight bottlenecks,” says Guo. “Cooperation between states, as well as between the public and private sectors, is vital to ensuring that valuable and limited resources are distributed such that they reduce freight congestion in a prudent and cost-effective manner.” ” As our economy begins … **will suffer here and abroad** .” The[|__2010 Urban Mobility Report__] is published by the [|__Texas Transportation Institute__] and uses a wealth of traffic speed data provided by [|__INRIX__], a leading private-sector provider of travel time information.
 * Wagner, 11** [The Economic Impact of Traffic Congestion on Truck-borne Freight, Steve Wagner, Communications Manager CFIRE a transportation think tank, extensively citing a 2010 Urban Mobility Report, []]

And, the externalities act as a multiplier – decreases the underlying foundation of US economic leadership Apart from a handful of places … 58 fully loaded supertankers” (TTI 2007b). While statistics on the nationwide effects of congestion are indicative of its importance as a problem of national strategic significance, the im­pacts of congestion on people and their well-being are felt locally. A recent analysis of traffic in New York City finds that, even after allowing for some congestion as part and parcel of a vibrant economy, congestion there has “passed the tipping point” (Partnership for New York City 2006), stripping the metropolitan economy of more than $13 billion a year, including about $6 billion in wasted time and workday productivity. The study reports that shippers … nearly fifty-five thousand jobs.
 * Lewis, 08** [David, Senior Vice President with HDR where he serves as the firm’s Chief Economist and Direc­tor for Economics and Financial Services, He served previously as President and CEO of HLB Decision Economics, prior to which he was a Principal Economist of the U.S. Congressional Budget Office. Brookings Institution, America’s Traffic Congestion Problem: Toward a Framework for Nationwide Reform, []]

The internal link is __linear__ – … and sufficient to relieve congestion 3. Mitigating highway congestion. SSS … end of the transportation chain.
 * Perakis and Denisis,08** [A survey of short sea shipping and its prospects in the USA, ANASTASSIOS N. PERAKIS* and ATHANASIOS DENISIS Department of Naval Architecture & Marine Engineering, University of Michigan, 213 NAME Building, 2600 Draper Dr., Ann Arbor, MI 48109-2145, USA, []]

And, independently an effective MTS is vital to growth – capacity limitations act as a deadly stranglehold

In order toremain **competitive …** global trade. Thank you, Mr. Chairman.
 * Lobiondo, et al 11** [Congressional Testimony, Frank A. LoBiondo is the U.S. Representative for New Jersey's 2nd congressional district, serving since 1995. He is a member of the Republican Party, CREATING JOBS AND INCREASING U.S. EXPORTS BY ENHANCING THE MARINE TRANSPORTATION SYSTEM TUESDAY, JUNE 14, 2011 HOUSE OF REPRESENTATIVES, SUBCOMMITTEE ON COAST GUARD AND MARITIME TRANSPORTATION, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE, []]

And, the impact is great power nuclear war Austin ‘09 (Michael, Resident Scholar – American Enterprise Institute, and Desmond Lachman, Resident Fellow – American Enterprise Institute, “The Global Economy Unravels”, Forbes, 3-6, http://www.aei.org/article/100187) Conversely, global policymakers do not … that coalesce into //a big bang//.

=Shipbuilding Advantage= Increased support for short sea shipping sustains the shipbuilding industry http://www.inboundlogistics.com/cms/article/short-sea-shipping-long-on-benefits/ To help meet the current … the part of U.S. political leaders.
 * Raymond, 05** [Charles, President and CEO Horizon Inc. “Short Sea Shipping: Long On Benefits”,

And, expansion of title XI … funding ensures __increased naval capacity__ A less well recognized candidate … more money behind the MHI.
 * Goure, 11** [Lexington Institute, Obama Could Create Jobs And Support Defense, Daniel, PhD, []]

And, the plan reverses tidal waves of shipyard closings which decimate the industry As President Obama announced his … care for the poor. Imagine….
 * Munoz, 11** [January 11, The Obama Infrastructure Plan, and Another Shipyard Closes, OP-ED by Tony Munoz, Editor-in-Chief of the Maritime ExecutiveMagazine and the MarEx Newsletter, []]

And, inland water ways are functionally limitless – the plan is the easiest means of infrastructure expansion and revitalizes the maritime sector In addition to the above …, and the public as well [46].
 * Perakis and Denisis,08** [A survey of short sea shipping and its prospects in the USA, ANASTASSIOS N. PERAKIS* and ATHANASIOS DENISIS Department of Naval Architecture & Marine Engineering, University of Michigan, 213 NAME Building, 2600 Draper Dr., Ann Arbor, MI 48109-2145, USA, []]

And, a strong maritime and shipbuilding industry is a vital pre requisite to credible naval capabilities In conclusion, our study found … the nation of the vessel.
 * Alberto, et al., 5** (Lieutenant Colonel Ronald P., U.S. Army, Colonel Michael G. Archuleta, U.S. Air Force, Lieutenant Colonel Steven H. Bills, U.S. Air Force, Commander William A. Bransom, U.S. Navy, Mr. Kenneth Cohen, Department of State, Commander William A. Ebbs, U.S. Navy, George Manjgaladze, Ministry of Defense, Republic of Georgia, Commander Elizabeth B. Myhre, U.S. Navy, Audrea M. Nelson, DA, Robert L. Riddick, Department of Defense, Colonel Christopher M. Ross, U.S. Army, Julia N. Ruhnke, DA, Lieutenant Colonel Gregory M. Ryan, U.S. Marine Corps, Colonel David D. Thompson, U.S. Air Force, Commander Hugh D. Wetherald, U.S. Navy, Dr. Mark Montroll, faculty at the Industrial College of the Armed Forces, Dr. Michael Farbman, USAID, faculty at the Industrial College of the Armed Forces, Captain David B. Hill, U.S. Coast Guard, faculty at the Industrial College of the Armed Forces, “SHIPBUILDING”, The Industrial College of the Armed Forces, National Defense University, 2005, http://www.ndu.edu/icaf/programs/academic/industry/reports/2005/pdf/icaf-is-report-shipbuilding-2005.pdf, Deech)

Great power war Deter major power war**.** __No … projection enable extended campaigns ashore__.
 * Conway et al 7** [James T., General, U.S. Marine Corps, Gary Roughead, Admiral, U.S. Navy, Thad W. Allen, Admiral, U.S. Coast Guard, “A Cooperative Strategy for 21st Century Seapower,” October, http://www.navy.mil/maritime/MaritimeStrategy.pdf]

NLUS, 12 – a nonprofit organization dedicated to educating our citizens about the importance of sea power to U.S. national security and supporting the men and women of the U.S. Navy, Marine Corps, Coast Guard and U.S.-flag Merchant Marine and their families (Navy League of the United States, “Maritime Primacy & Economic Prosperity: Maritime Policy 2012-13”, Navy League of the United States, 1/21/12, [] | AK) Global engagement is critical to … our wounded warriors is fundamental.
 * And, causes and escalation of every transnational threat – the ship building industry is key**

**Naval forces are most extensively …** committed to full-scale combat. 9
 * A strong navy is critical to effective peacekeeping**
 * Vego, 8** — professor of operations at the Naval War College, former commanding officer in the former Yugoslav Navy and former West German merchant marine (Milan N., “On Naval Power”, Joint Forces Quarterly, July 2008, http://www.ndu.edu/press/lib/pdf/jfq-50/JFQ-50.pdf, Deech)

__Experts____throughout the world expect … an increasing number of conflicts__.
 * Peacekeeping prevents great power wars**
 * Dean 95** – Adviser on international security issues for the Union of Concerned Scientists [Dean, Jonathan. (P articipated in East-West arms control negotiations and worked with U.N. peacekeepers in the field and in the State Department) “A stronger U.N. strengthens America,” Bulletin of the Atomic Scientists. Chicago: Mar 1995. Vol. 51, Iss. 2; pg. 45Ebscohost]

=Solvency= A comprehensive federal expansion of Title 11 loan guarantees mitigates congestion and creates conditions favorable for private investment – the plan reverse the only barrier to short sea transportation For more than a decade, Europe … and included as a transaction cost.
 * Cook, 11** — former General Counsel of the Maritime Administration, Counsel to Seward and Kissel LLP (H. Clayton, “Dead in the Water”, Maritime Executive, 7/8/2012, http://www.maritime-executive.com/article/dead-in-the-water, Deech)
 * Note: SST = short sea transportation, CCF = capital construction fund

No link uniqueness – modest federal assistance key The Dual-Use Vessel Program and Americas Marine Highway Next Steps, []] “Short Sea Shipping” and … //of government start-up assistance.//
 * Cook, 12** [H. Clayton Cook, Esq. has been involved with Jones Act issues for more than 40 years and served as General Counsel of the Maritime Administration from 1970-1973. He is currently Counsel to Seward & Kissel LLP in Washington, DC.

And, the plan reduces risk and creates the financial backing necessary for short sea shipping A loan guarantee is not … that hope to build ships.
 * Margaronis, 08** [Green Ships Can Fight Global Warming, president of California-based Santa Maria Shipowning & Trading Inc, p. online document retrieved via a google download, full text email alexanderdpappas@gmail.com]

As our road and rail … trends, and develop future capabilities.24
 * And, marine infrastructure is key – other networks have reached maximum capacity – ineffective coordination precipitates wider congestion**
 * Jackson, 07** [LEVERAGING THE STRATEGIC VALUE OF THE U.S. INLAND WATERWAY SYSTEM, Colonel Donald E. Jackson, Jr. United States Army Professor John F. Troxell Project Adviser, http://webcache.googleusercontent.com/search?q=cache:0K7n92gvqk0J:www.dtic.mil/cgi-bin/GetTRDoc?AD%3DADA469583+&hl=en&gl=us]