District of Columbia Metro Environment

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District of Columbia Metro Environment

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District of Columbia Metro EnvironmentAnnotated Bibliography

Cole, Danny. “The effect of a curfew law on juvenile crime in Washington, D.C..” American

Journal of Criminal Justice 27.2 (2003): 217-232. Print.

This journal investigates the criminal patterns in D.C. The journal will facilitate this research in the nature of the crime, and how criminals in D.C use the relatively underutilized infrastructure to achieve criminal goals.

Grieger, T. A.. “Follow-Up of Pentagon Employees Two Years After the Terrorist Attack of

September 11, 2001.” Psychiatric Services 56.11 (2005): 1374-1378. Print.

This article assesses the nature of September 11, 2001 Terrorist attack in the neighboring state of Virginia. In this article, one will notice how D.C transport system can present a possible breeding place for terrorist. The article will also elaborate further on the issue of transport and domestic insecurity.

Guo, Zhan. “Does residential parking supply affect household car ownership? The case of New

York City.” Journal of Transport Geography 26 (2013): 18-28. Print.

This article assesses vehicle ownership patterns and how private vehicles affect transport in major urban centers. The article further assesses the integral role played by metro transport development in easing transport in major urban centers. Additionally, the article assesses the integral impact that metro transport fosters for local, state, and federal economies.

Kamruzzaman, Md., Douglas Baker, Simon Washington, and Gavin Turrell. “Residential

Dissonance and mode choice.” Journal of Transport Geography 33 (2013): 12-28. Print.

This article examines the majority’s choice in relation to transport and how this alters the various levels of economic development. The article further clarifies that metro transport is a decisive public mode of transport as compared to usage of private vehicles.

Marangos, John. “The Evolution of the Anti-Washington Consensus Debate: From ‘Post-

Washington Consensus’ to ‘After the Washington Consensus .’” Competition & Change 12.3 (2008): 227-244. Print.

This article examines various debate held in the state of D.C and how transport and security have continued dominating center stage discussion. The article further provides empirical information regarding advantages of using metro transport over predominant private cars.

Data

District of Columbia (DC) metro system presents a replica of an urbanized railway system. The system encompasses of a bus and rail. However, quite a significant number of residents use their private cars to the move around the city. D.C’s Metro system is one of the oldest in east of the country. For instance, the rail date back as far as, 1870 and was funded by Treasury. Marangos (233) argues that; with time, the system has been resold to different investors who attempt to improve its functionality. For instance, since the switch from mechanical orientation to electrical driven in 1888, there are no other major development to the rail. For the last one century, the metro has not achieved its full capacity. As part of the Data, crime stands at 12 percent higher than other states. 18.9 million Tourists visit DC each year.

Claim

The District of Columbia rail system is underfunded and thus underutilized. Thus, there is a derivative necessity to ensure that funding is emphasized to optimal levels. Upgrading the metro system will mean that transport from different parts of the state would be achieved at a much lower financial and time cost. This would mean that more funds would be available easing transport in other sections of the cities, and consequently, other parts of the state.

Warrants

DC serves as the nation’s capital and thus transport is a crucial consideration to and fro the cities. Although the federal government which seats have consistently discouraged massive urban development in DC for the last decade, it is should be recalled that the general desire to have an effective metro system. DC is surrounded by a number of sprawling metropolitans. These are Virginia, Pennsylvania, New York, Ohio, West Virginia, Delaware and New Jersey. Most of the states of are densely populated and in most cases, there is heavy transport to and from D.C. In fact, statistics suggests that each year, over 18.9 million tourist visit the D.C and most them are from neighboring states (Guo, 24).

Additionally, this claim is responsive to the nature of DC as a state. It should be noted that; DC has high poverty, drug abuse, and gangs residing in city suburbs. Cole (222) further establishes that; over 60,000 residents are former federal ex-convicts. Traditionally, DC was known as murder city implying the highest crime rate in east states of the U.S. With the increasing threat of terrorist security threat, it is paramount to developing an effective railway system; one that will respond directly to the problems created by such a threatening system.

Based on this analysis, and the facts outlining the nature of the DC’s metro system, it is necessary to justify a collective approach to initiating a proper funding mechanism. A desirable funding mechanism is one that seeks to respond imperatively to challenges of the metro system. In vision, DC system should be effective to mitigate transport challenges within the city. To a greater extent, the system should be seen to minimize insecurity problems surrounding in DC, and conversely provide proper movement within the city.

Qualifiers

The genesis and direction of this argument seek to establish the nature of DC metro system. The argument has established that the nature of D.C metro system poses a greater security threat to the neighboring federal government offices. This threat can also be exported to Neighboring states. For instance, across the bank in Virginia is located the pentagon, the nation defense top administrative center. Grieger (1375) establishes that; in September 11, 2001, American Airlines 77 flight 77 was hijacked and consequently rammed into the building. This was a serious threat of terrorist activity. It is an obvious fact that the terrorist must have used the inaccessible crime building grounds of DC to process their activities.

Secondly, in reexamining the tourist factor, it is should be noted that, as part of the general initiative of the state of D.C, there is a decisive necessity to ensure that tourist travelling in the city are safe and utilize minimal time as possible in travelling. In 2011, the U.S incurred a loss of 121 billion dollars for the man hours spent in traffic jams. If you divide that figure into forty times, to get the total number of Man hours wasted in D.C, it means that D.C alone could have lost 3 billion dollars. Investing in a proper public transport system would mean that annually, the state/ federal government and the local economy would be saving that figure into government coffers.

Rebuttals

However, this approach can be contested heavily. For instance, it does not necessarily mean that an effective transport mechanism would automatically minimize crime rate, or to a greater extent improve tourist attractions. However, it is good to note that; improvement of the metro transport system will impact positively the quality of lives of the people of D.C and those of the neighboring states. Improved quality of lives will enable the larger public to afford better standards of living thus it will possible to work DC and live in New York or Philadelphia.

Backing

The social, economic, and political status of D.C relies on the agile nature of its residents and its daily/ annual visitors (Kamruzzaman et al, 19). For this reason, it is positive to remember that the federal government chairs in D.C and there is considerate reason. For example, after the development of the New York City Subway, the metropolitan was in a better position to provide commuter transport to over 1.7 billion rides annually. Hence, if Washington achieved a tenth of these rides, it would mean the economy and standards of living would double make Washington a safer and moral state.

Work Cited