Is Common Sense Creeping Back at Santa Monica?

Good to see that, after a year of horrible missteps, the City of Santa Monica appears to be setting up an environmental study, to be done during the 10-day airport closure in mid-December. Here is an archived copy of the news article (or click here to view the source article):

Click on the image below for a scrollable view; the PDF file may be downloaded.

In the past, assessments done during airport closures have shown dramatic air quality improvements, suggesting clearly that local resident concerns go WAY BEYOND ‘annoyance’ (that was the word used by FAA’s community liaison person, in dismissing concerns by long-time residents of western Long Island). And, Marty Rubin looks to be wise to reserve judgment; too often, these studies get hijacked and watered down, so let’s hope Paulson is involved and credible data is collected.

We should start educating youngsters early on about the dangers of noise

In a big city, we all expect noise. But, the most responsible among us also expect to do all they can to minimize the impacts and manage how we live with it, so that children can learn, homes can be enjoyed, nature can be heard, and we all can get daily sleep. The importance of sleep to New York City is reflected in the following education module:

(click on image to view source)

BTW, one of the key advocates for ‘noise-management-sanity’ in the NYC area is Dr. Arline Bronzaft. See two of her archived articles, spanning TWO DECADES(!), at these links:

And let’s be careful to never forget: it is not just the noise, but the pollutants, too. The toxins we breathe near airports, as well as the rapidly growing aviation contribution to global warming.


UPDATE, 11/17/2017: — Another excellent reference resource is the Noise Awareness webpage, at GrowNYC.org:

(click on image to view source webpage, at grownyc.org)

…Martin Rubin and Jack Saporito helped identify this activism resource … THANKS!

 

WaPost OpEd: “For the Love of Earth, Stop Traveling”

An opinion piece in the Washington Post lays out the simple answers: air travel consumes far too much energy, creates far too much environmental damage, per person. Good points.

The simple solution is for more of us to voluntarily travel, a lot less. The government would help, a lot, if they would impose a very steep aviation carbon tax, with all revenues going to reducing other personal taxes and/or funding far more energy-efficient transportation modes, to replace the energy-efficiency of aviation.

Check out this archived opinion piece, as well as the telling reader comments.

Click on the image below for a scrollable view; the PDF file may be downloaded.

Airport Noise Complaint Systems are Broken, Need to be Replaced

For years, you live happily in your home – raising kids, adding on, gardening, studying the birds, and relaxing in the yard. Then, one day, a heartless FAA and a soulless airport authority ‘collaboratively’ impose new routes and ever-expanding flight schedules, taking away your peace and relaxation. Whether it is the repetitive noise pattern of a NextGen RNAV procedure, or the interminable drone of a skydive plane circling to jump altitude, the impact is real and destructive to both health and quality of life.

There has to be balance between aviation commerce and residential quality of life. According to decades worth of Congressional actions, this balance is supposed to exist, and FAA is supposed to protect people. But, this is not happening, because this federal agency is captured: FAA SERVES ONLY AVIATION COMMERCE.

What can be done? Any good person – homeowner, caregiver, parent, teacher, community official, whatever your role in this world – should take action. We should see it as our duty to take action, but the current system is broken. In fact, the system has evolved to thwart citizen engagement, in three ways:

  1. first, the airport authorities have made the noise complaint filing process incredibly onerous. They arbitrarily require the citizen to tabulate all sorts of details onto clunky forms.
  2. then, the airport authorities throw out nearly all the data and create condensed periodic reports (typically monthly or quarterly), but the reports tend to fail to assess the real impacts. A huge effort by many citizens, and almost no effort by the airport authorities. It is as if the process is intended to be a black-hole for complaint data.
  3. and finally, the ultimate proof of failure: the impacts continue unabated. In fact, in most cases, the impacts are getting worse each year.

So, for the current noise complaint system, the net result is to simply burn out citizens … to condition them to not complain. We should be good and responsible, taking action to protect family and community, but instead, many of us just give up. In today’s world, where distraction is the go-to weapon for perpetuating status quo inequities, we often become obsessive about something else – shopping, sports fanaticism, online gaming, or even recreational mind alteration. So much for quality of life.

Noise Complaint Systems are Evolving

Here are two noise complaint systems, the old and the new:

The Old: an onerous online form that compounds the initial noise injury by arbitrarily forcing citizens to waste time compiling excessive data that the airport authority already has. (click on image to view source)

The New: a 1-click system that collects complaints, researches, submits the complaint to the airport authority, and compiles data. (click on image to view source)

Looks like a no-brainer. The airnoise solution is a vast improvement, a step in the right direction.

What We All Need from Noise Complaint Systems

First and foremost, we need to be heard. The impacts are real, and we should be empowered to document the extent of these impacts, so that a responsible authority can work with us to resolve these impact problems. But, we also need to be protected from retaliation for exercising free speech complaint rights.

In short, our airport noise complaint systems need to:

  • compile all complaints, including repeat complaints from the same household (it makes no sense that, after one noise event, a citizen should be assumed to be immune from further noise impacts!);
  • generalize the complaint location, such as to the nearest cross-street, to protect the identity of the complainant;
  • share the generalized data ONLINE so that all can review the data, objectively. After all, this is what transparency and Democracy are all about: ensuring all have a voice and are empowered to apply their individual intelligence to meaningfully contribute to problem-solving.
  • smartly process the complaint data, to go beyond the shallow compilations FAA and airport authorities produce. Create the valuable analyses that can guide us all to seeing the obvious real solutions. Now, not years from now.

Santa Monica Update: Air Quality Study Needed, During Runway Closures

In the U.S., one of our greatest advocates for resolving aviation impacts is Marty Rubin. Marty has been fighting the right fight for decades now, against a city (Santa Monica) whose elected officials appear to be corrupt to no end (…well, most of them; a few have been great!). His website, CRAAP, recently forwarded the posting below, which is a blogpost by staff at Mike Bonin’s website.

For those not in the LA area, here’s the deal: this airport is run by the City of Santa Monica, but has HUGE impacts upon people who reside in homes outside the City’s boundaries … in old and very established residential communities like West LA. In a just world, a higher level regulator, such as FAA, would guard against gains for some with uncompensated losses for others. But, here in West LA, FAA is failing their role. In these neighborhoods, even beautiful homes are subjected to aviation fumes and jet blast, with homeowner’s having no evident right to fix these impacts. Why? Because of FAA’s refusal to serve EVERYONE, not just the aviation industry! But, then again, this is what we expect from a captured regulator.

Here is a copy of the blog and Councilmember Bonin’s letter to the Santa Monica City Council. (click here to view the source)

Click on the image below for a scrollable view; the PDF file may be downloaded.


See also:

NextGen is the FAA’s Carte Blanche to Wreak Havoc on the Public’s Ears and Serenity

Here’s an archived copy of an excellent article, written by Barbara Castleton, one of many NextGen victims in the Seattle area. She does an excellent job portraying how FAA and industry do not care at all about the health impacts (and diminished quality of life) caused by NextGen. A few aiREFORM footnotes have been added to this archived copy, to expand on some technical aspects.

Click here to view the source article at Medium.com.

Click on the image below for a scrollable view; the PDF file may be downloaded.

‘This is Hypocrisy!’ – Pope Francis, speaking about Aviation Greenwashing

Quote

In February, Pope Francis spoke before a worldwide conference of Economy & Communion, held in Rome. He clearly called out aviation greenwashing:

Aircraft pollute the atmosphere, but, with a small part of the cost of the ticket, they will plant trees to compensate for part of the damage created. Gambling companies finance campaigns to care for the pathological gamblers that they create. And the day that the weapons industry finances hospitals to care for the children mutilated by their bombs, the system will have reached its pinnacle. This is hypocrisy!

Airlines, regulators, and even international agencies like ICAO conspire to impose all sorts of creative greenwash strategies, with the sole aim being to further expand aviation industry profits.

Click here to view a PDF of the entire speech transcript.

The UN aviation deal (by ICAO) is cheating the climate

No accountability.

When we have so many layers, so many players, we end up with a process that creates an illusion of a just and thoughtful outcome, when in fact all we have are ‘players’ who cover for further industry expansion.

Here’s a video from a year ago, by FERN.org, pointing out the injustices inside ICAO’s latest schemes:

NAS Annual Ops Have Declined for Decades Now, And NextGen Is Just Hype

One of the most frustrating and damnable aspects of today’s FAA is their manipulation of data, to steer public opinion toward more aviation expansion. This propagandistic phenomenon has worsened in the last decade. Sometimes, to get to the facts, you have to dive deep and find what FAA wrote long ago. Here is an example…Let’s go back to early 2001.

(click on image to view archived copy of entire FAA report, from April 2001)

Here’s a screencap from April of that year, FAA’s 125-page NAS Capital Investment Plan 2002-2006. This one small screencap offers some unvarnished statements about capacity and delays (and the whole document contains many, MANY more!):

  • “Currently, traffic at the 25 busiest airports exceeds their practical capacity by about 1 million operations a year.”
  • “Either demand is reduced, or capacity expanded to bring the NAS into balance. It is normal to experience some delay in the NAS, the challenge is to manage excessive delay.”
  • RE: 15 new runways scheduled to open in the next five years: “If all of these runways are built as scheduled, they will add about 1.4 million operations a year in capacity.”

OK, so let’s take a closer look. First, let’s look at FAA’s ATADS data, the most precise database available for studying operations at all FAA and contract control towers in the U.S. Here’s a table created for the ‘top 25’ airports; in this case, the 25 busiest OEP-35 airports in calendar year 2000:What does this show? It shows a critical reality: this aviation system is NOT expanding, is NOT becoming increasingly complex, and in fact has been down-sizing for nearly two decades. In other words, the expensive changes that industry and FAA are pitching so aggressively are NOT needed, and serve only to further line the pockets of the cronies they advocate for. (…which, of course, is why they are advocating!)

Now, let’s take another look at those quotes above, and let’s do the math. Those 25 busiest airports were allegedly exceeding practical capacity by ‘about 1 million operations’ annually. The totals in the table above (use the ‘TOTALS’ column, not the ‘Commercial’ column, because that is the number that matters to define ATC workload) show 13.4 Million operations in 2000. Thus, this FAA document suggests the ‘practical capacity’ of the top 25 airports in 2000 was 12.4 Million annual operations. By 2016, three key forces (airline consolidation, hub realignment, and economic normalization) had reduced total ops to 11.1 Million annual ops, well below the alleged ‘practical capacity’. While total annual operations at the top 25 airports are down 17% (from 2000 to 2016), the only airports bucking this trend are the ones where airlines insist on over-scheduling. In other words, their pursuit of profits is the root cause of daily system delays, it also is the primary source for massive impacts upon neighboring residential communities, such as near KJFK, KCLT, and KSFO.

Note, too, that actual capacity has increased substantially (which, of course, reduces ATC complexity), with the construction not only of the ‘15 new runways’ by 2006, but the many other new runways between 2006 and 2017.

As a side note, ponder this: notice the green background stats in the table above. These are the very few airports where operations have actually increased from 2000 to 2016. Most people would assume automatically, Charlotte was tops, because of American’s massive expansion there to create a super-Hub. They would be wrong. In fact, Kennedy airport in NYC beat out Charlotte. FAA and PANYNJ accommodations to JetBlue, Delta and American are the reason that the western half of Long Island is constantly inundated with long and low arrival conga lines into JFK. The 28% increase is quite impactful.

CONCLUSION: when Bill Shuster et al stand before press cameras or preside at hearings where they pitch NextGen and ATC privatization, they are out of touch and, frankly, pitching a fraud. They should instead be focusing on managing hub capacity, imposing limits at the most congested hub airports, so that the entire system can achieve higher efficiencies and lower impacts.

Brendon Sewill’s Brilliant Work: Unspinning Aviation Spin in the UK

As has been seen so many times in the past, there is great value in studying aviation impacts on both sides of the Atlantic Ocean. In this Post, three analyses created by Brendon Sewill are offered. All were produced for the Aviation Environment Federation (AEF).

Mr. Sewill has an extensive background. After earning his economics degree from Cambridge, he served as an adviser in the Treasury as well as to the British Bankers Association, a member of the Council of the National Trust, a member of the CPRE national executive, and a vice president of the British Trust for Conservation Volunteers.

The first of Mr. Sewill’s three analyses was done in 2003, when he produced the 28-page ‘The Hidden Cost of Flying’. He had persuaded the UK government to rerun aviation computer forecasts, “…on the assumption that by 2030 air travel would be paying the same rate of tax as car travel….” What he found was shocking: the computer model rerun showed that the economic benefits of the UK aviation industry are grossly exaggerated, yet, in the meantime, elected officials are granting tax concessions worth £9 billion per year.

In 2005, his economic analysis was ‘Fly now, grieve later: How to reduce the impact of air travel on climate change’. In this 47-page report, he “…summarises the concerns about the impact of air travel on climate change, and explores the political and practical problems in making airlines pay sensible rates of tax….” Within this analysis, he also makes a compelling case for how large subsidies granted to aviation by nations across the planet are in fact generating the excessive aviation growth (and resultant increases in aviation impacts).

“At present the average American flies twice as far each year as the average European, and the average European flies ten times as far as the average inhabitant of Asia (even including Japan). If people in the rest of the world were to fly as much as those in the United States, the number of planes in the sky would rise nearly twenty-fold. Climate change disaster would be upon us.”                 – excerpt from pg.21

Finally, in 2009, Mr. Sewill wrote ‘Airport jobs – false hopes, cruel hoax’, a 23-page analysis in which he makes many brilliant points, debunking the alleged economic gains associated with massive airport development. For example, he notes how UK airports send more people AWAY from the UK to spend vacation dollars, which has the effect of displacing jobs (since that money is no longer spent at or near home). Simply, “…if the jobs created by aviation are to be counted, then the jobs lost by aviation must also be included….”

All three of these documents are well worth reading. Each is extremely relevant to the aviation impact issues found in the United States, too. They reveal greenwashing tactics by industry and the UK regulator (which, just like FAA, is arguably a ‘faux-regulator’ that serves industry, not the general population); the same greenwashing tactics are used at Sea-Tac, Boston-Logan, LaGuardia, and essentially all U.S. airports. Likewise, in the U.S., federal and local officials everywhere are found to be granting the same excessive subsidies, while also imposing uncompensated environmental costs upon thousands of residents under the concentrated flight paths.