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Document1 ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Airport Improvement Program (AIP) NEG INHERENCY ECONOMY ADVANTAGE ENVIRONMENT ADVANTAGE 2 3 12 Page 1 of 18 Document1 ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Inherency The recent FAA reautorization bill allocated 13.4 billion dollars to AIP ATW 6/23 ( FAA battle ends with new 4-year reauthorization, Air transport world 2012-06-23
  Document1   ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Page 1 of 18   Airport Improvement Program (AIP) NEG INHERENCY 2   ECONOMY ADVANTAGE 3   ENVIRONMENT ADVANTAGE 12    Document1   ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Page 2 of 18   Inherency The recent FAA reautorization bill allocated 13.4 billion dollars to AIP ATW 6/23 ( FAA battle ends with new 4-year reauthorization, Air transport world 2012-06-23 KY The long fight over reauthorizing FAA - which had been operating for more than four years via a series of 23 temporary funding extensions - finally came to an end last month with the US Senate's passage of a bill allocating $63.3 billion to the agency  through Sept. 30, 2015. After years of controversial votes on the issue , the Senate passed the compromise FAA legislation previously cleared by the House of Representatives by a strong 75-20 tally. President Barack Obama signed it into law Feb. 15.  Senate Commerce, Science and Transportation Committee chairman Jay Rockefeller (D-W.Va.) said, I think there's general support in the aviation community for this bill . Nobody got all they wanted, but that's the nature of compromise and compromise was particularly difficult in this bill. While various industry players quibble with certain components of the legislation, most appear pleased that years of uncertainty over airport construction projects and the government's commitment to transitioning to a NextGen ATC system have finally ended. We commend Congress for passing a responsible bill that recognizes that commercial aviation is central to America's global competitiveness and a key enabler of job growth and US productivity, Airlines for America (A4A) president and CEO Nicholas Calio said. The bill will help accelerate deployment of the most cost-beneficial NextGen air traffic management system technologies . US Aerospace Industries Assn. (AIA) said in a statement that the bill is critical to FAA operations and offers stability and predictability to the aviation industry instead of the uncertainty fueled by one short-term extension after another. The passed-bill was rooted in a compromise over airline unionization voting rules reached in late January between Senate majority leader Harry Reid (D-Nev.) and House speaker John Boehner (R-Ohio). The most contentious issue in recent negotiations revolved around efforts by House Republicans to overturn a 2010 rule change by the National Mediation Board (NMB) lowering the threshold for an airline employee groups to unionize. Republicans backed away from that demand, accepting that airline unionization votes will require a majority of those voting  (not a majority of all workers in an employee group, as had been the case before 2010). In return, Senate Democrats accepted a provision increasing the percentage of workers needed to formally request a unionization vote. We wrote a four-year [FAA] bill in 2003 that expired [Sept. 30] 2007, House Transportation and Infrastructure Committee chairman John Mica (R-Fla.) said during the debate on the bill in the House. These extensions cost the taxpayers millions of dollars Enough is enough. This is about putting people to work and defining federal policy for [aviation]. House aviation subcommittee top Democrat Rep. Jerry Costello (D-Ill.) said the bill passed was far from perfect, but he emphasized the US desperately needed a multiyear FAA reauthorization and therefore he supported it.   The new law will fund FAA through Sept. 30, 2015. It allocates $13.4 billion for the Airport Improvement Program (AIP), $38.3 billion for FAA operations, $10.9 billion for FAA facilities and equipment, and $672 million for research and development. It also outlines goals for implementing a satellite-based, NextGen ATC system, including creating a chief NextGen officer position at FAA.  Document1   ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Page 3 of 18   Economy Advantage Airlines industry resilient  –  statistics prove   Rice 11    –   staff writer(Katie, “OAG Finds Airlines Resilient in Face of 30 Years of Crises”, Travel  Pulse, 8 September 11, OAG, which provides detailed data about the airline industry, is reporting in its  OAG World Crisis Analysis that the airline industry has shown surprising resilience given the crises it has had to deal with over the past 30 years.  These include terrorism, pandemics and natural disasters. Despite that, according to the report, global airline capacity has grown on average 3.1 percent per year since 1979. OAG also finds that air travel is largely immune to regionalized events such as natural disasters, conflicts and fuel price spikes.  In fact, in the vast majority of crises, there was a negligible impact in global airline capacity; regional level capacity dropped less than 4 percent and recovered within three months. From 1979 to Sept. 11, 2001, world airline capacity was steadily increasing at an average of   5 percent, or 94 million seats, per year . Since the 9/11 terrorist attacks on New York and Washington, D.C., world capacity has grown an average of 2.6 percent, or 81 million seats, per year. The World Trade Center attacks in 2001 and the Global Banking crisis of 2008-2009 are the only two events since 1979 that caused significant decreases in global air capacity, averaging a 3 percent and 9 percent drop in capacity and recovering within 36 months and 24 months, respectively. Regionalized events such as the Gulf Wars, swine flu and volcanic eruptions caused on average less than a 4 percent drop in regional airline capacity that recovered within three months or less, with a negligible impact on global capacity. Brazil, Russia, India, Indonesia, Middle East and China, where growth of the middle class and personal wealth is contributing to increased air travel demand, are driving continued air capacity growth. “One would have thought that tragic events in recent year s would have dramatically affected air travel capacity for long periods of time, but that simply has not been the case, with only the World Trade Center attacks and Global Banking crises causing major disruptions,” said Mario Hardy, vice president-Asia Pac ific for UBM Aviation. “ Difficult lessons learned from past tragedies have been taken to heart and put to good use by the aviation industry, which is poised to continue growing for the foreseeable future.”    Document1   ST. LOUIS URBAN DEBATE LEAGUE 2012-2013 Page 4 of 18   Airline industry  resilient Chandler 11    –  award- winning aviation and travel writer(Jerry, “How resilient are airlines? OAG says very” Cheapflights Travel Blog, 12 September 2011, From the good news, bad news file there’s this:   OAG asserts airlines the world over are surprisingly resilient in the face of terrorist attacks, disease and natural disasters . Matter of fact, seating capacity has grown an annual rate of 3.1 percent since 1979. That’s good for fliers in search of cheap flights. There may be more seats out ther e, but that doesn’t necessarily mean there’s more competition. “I don’t think the industry’s been that resilient,” says Joe Brancatelli, the respected founder of “Since 1978 just the domestic U.S. [airline] industry has lost perhaps $100 bil lion. That’s resilience?” Brancatelli says when the airline industry deregulated in the late 1970s, there were some 30 airlines in the United States. Today there is a handful.  Gone are names such as Pan Am, TWA, Braniff, Western, Eastern, PSA, Piedmont and others. Continental is merging with United as we speak. Brancatelli contends since 1979 just two really perennially competitive newcomers have emerged: discount airlines Southwest and JetBlue. While there may be fewer airlines out there, the OAG World Cri sis Analysis maintains, “ air travel is largely immune to regionalised events such as natural disasters, conflicts, and fuel prices hikes ” –  immune, that is, from all but the Sept. 11 attacks and the global banking crisis. UBM Aviation CEO Peter von Moltke says the analysis “ shows how quickly the aviation industry responds and adapts in the face of almost any disaster, which is reassuring for…industries that depend on aviation.” Tourism is one of those industries . Quick bounce-backs by airlines mean carriers can re-forge connections to vacation destinations comparatively quickly  –  come hurricanes, earthquakes, or volcanic ash, or high water. Brancatelli says, however, that some of those connections can be less competitive  –  simply because there are fewer players. What’s your take? Are there enough seats for sale to where you’re headed, and enough competition aloft to make the trip affordable?   Tell us what you think.
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