Late last year, an excellent article by Barbara Castleton was added here, in the ai-Rchives. A couple weeks ago, quite a few people started sharing this article at various social media sites related to airport impacts.
The November 2017 aiREFORM Post included a scrollable PDF copy, with footnotes added. Well, six months later, we decided to take a fresh new look at Barbara’s article, relate it to what FAA has done since, and create a new version, with new footnotes added. Of course, we did NOT look at the old footnotes until everything was finished. It is interesting to see how little has changed, and yet, too, how much more clearly the NextGen impact issues appear to be coming into a sharp focus.
Click on this link to view the Post from last November; click on the black pop-out button on the scrollable PDF below (upper right corner) to read the latest analysis:
One of the best decisions each of us can make, for the environment and the future lives of our children, is to become truly mindful about fossil fuel consumption. Air travel is an incredibly intensive consumption method, and the fastest way each of us can pump fossil fuel emissions into the atmosphere. So, here’s a prominent scientist discussing his decision, more than a decade ago, to stop flying. This could be you, too; and, if you choose this method of showing our concern, you’ll also help reduce other impacts such as the NextGen non-stop streams destroying a few communities across our nation).
So, think about it. Please fly less, or even not at all.
Lots is happening in DC right now, though it is not clear if more than a few of the well-paid elected officials care enough to press through long-overdue reforms. If they fail to alter FAA’s cozy protectionism of this industry, the problems will persist: more noise (along with less sleep), more air pollutants (along with higher morbidity rates), and more rapid expansion of the greenhouse gas emissions by an industry that is the fastest growing contributor to global climate change. In time, the latter will mean loss of the polar ice (which appears to be accelerating), as indicated in this chart:
selected years added and labeled by aiREFORM (click on image to view source at NSIDC)
Note how Arctic sea ice has steadily declined in the past three decades. Losing polar ice is not a trivial matter; it will result in much higher sea levels, higher atmospheric energy and water vapor levels (stronger winds and bigger rain/snow events), and intensified weather extremes (the kind that fool trees into blooming early, only to freeze off the pollinized blossoms, killing that year’s fruit crop).
The Ball is in Your Court, Congress!
This week, the details are being deliberated in the U.S. House, and it looks like the Senate is also pressing to ‘hurry up’ and reauthorize FAA. Congress has important work to do for us in the U.S., but the consequences are global, going far beyond just us. From a climate justice perspective, the consequences are horribly unjust. Air travel and air cargo are industries that serve the wealthiest nations, but the poorest nations tend to be the most vulnerable. A nation like the U.S. can spend enormous funds elevating runways in Florida, but what is a small nation in equatorial regions to do, except simply move away? And, as the most vulnerable nations are destroyed, the global scarcity of land will only compel more instability, more refugees, and more wars.
We need to understand this now: there are real and ugly consequences for our obsessive hyper-consumption, and aviation is a big part of that bad habit. Every benefit bears a cost; the aviation-related benefits we enjoy today are at a growing cost to others on the planet … not just airport neighbors near over-developed U.S. hubs, but also communities at or near sea-level, across the globe.
Here are a few current documents and articles for readers to ponder:
HR.4, FAA Re-Authorization draft, Section-by-Section Summary – offers summaries of the many proposals, before most were either withdrawn or voted out by committee. One wonders: is there a better process for compelling a captured agency to serve THE PEOPLE, not just their industry? Is this current process rigged to empower lobbyists and opportunistic politicians? (27p, click here for archived copy)
HR.4, Draft Rule – take a look at the rules set up to ‘manage’ the amendment proposals and ensure the final draft serves industry. (click here for archived copy; click here for source)
UPDATE: The Dirtiest of Washington Politics? — ATC Privatization By Deception? – it was suspicious when Shuster suddenly announced abandonment of ATC privatization and his decision to not run again. Now it is back on the plate again, which begs the question: did Shuster et al decide to quit wasting effort deliberating and instead just impose their industry-serving plans? (click here for archived copy; click here for source)
Climate Change Could Increase ‘Whiplash’ Between Wet and Dry Years in California, Leading to More Disasters (click here to view source, a 4/24/2018 article at EcoWatch)
There is now a newly-completed and extensive collection of searchable/downloadable PDFs with valuable information on U.S. airports. All data was collected from online sources, either FAA or vendors who do outsource work for FAA.
Many of the tables are grouped by state and ranked by a factor such as enplanements. Alaska is top of the list, and a huge aviation state, so be sure to scroll down a few pages to see Alabama and the other states where NextGen abuses are causing so many problems (Massachusetts, Maryland, New York and Washington are good studies).
Here is a short index, with links:
FAA Enplanement Data 2004-2016 — Ranked listing of all 844 Airports with 100+ enplanements in 2016; shows enplanement figures for each airport, for each year available online-2016 (45p)
ATADS Compilation — All key data for each ATADS airport (those with FAA-ATC, contract-ATC, and some military-staffed); one page per airport shows a table for each year, from 1991-2017; also shows decline from Peak Years (533 airports)
Cargo Tonnage — FAA Tonnage Data by year, for 2003-2016, for each of 107 ranked Airports (11p)
Much more will follow, as these resources make it easier to expose how deeply FAA is captured, in service of industry players. Readers are encouraged to spend some time studying parts of this data collection; if you see something that really jumps out (for waste, abuse of authority or outright fraud by FAA) please share it on.
UPDATE, 4/13/2018: — correction to original posting… ATC staffing data was inadvertently not included. The Consolidated Airport Data for 844 Airports table has been updated, and one more table has been added (the more extensive data table showing annual ATC staffing for 263 FAA-staffed towers).
Airlines and airport authorities have millions to spend and all the time they want, to manipulate citizen panels and elected representatives. A concerned citizen, on the other hand, typically is allowed a mere 2-minutes to make their points.
The fastest growing commercial aviation impact zone in the U.S. today is around SeaTac [KSEA]. Steve Edmiston, a multiple-times cancer survivor, is doing an outstanding job framing his 2-minutes for the industry-serving Port of Seattle. Check his latest video out here:
See also this article in the b-town blog, VIDEO: Local Activist Steve Edmiston’s third ‘Briefing’ to Port of Seattle, which includes links to the previous two 2-minute briefings. Watch for more 2-minute briefings, all year long, and take a look at ‘The Briefing Project‘ Facebook page.
By the way, I came to know Steve a year ago, when we worked together on the QSPS ‘Fight the Flight 101’ Community Forum. A lot of work went into creating the ‘Dissecting Nextgen’ presentation. One year later, the archived PDF copy of the presentation is still packed with information to help us better understand how FAA and industry (including airport authorities) are destroying communities with NextGen … all for money.
Activists in the Boston area are gaining support from elected officials, toward a health study that needs to be done OUTSIDE FAA. Here is a graphic; please enlist the support of YOURelected officials, too.
(click on image to view the FairSkiesNation FaceBook page)
Speaking of needed Congressional actions, below is the current aiREFORM wishlist. Every one of these proposals is doable. We just need elected officials who believe in empowered citizens, and who are driven to clean up the bureaucratic waste and abusive authority found in over-matured (and captured) federal regulators, like FAA.
Eleven FAA Reforms Our U.S. Congress Needs to Demand:
For starters, Congress needs to pass legislation that will achieve the following:
arrange with the National Academies Division of Health and Medicine for a consensus report of existing study findings on the harmful health impacts of the NextGen technology.
remove from FAA the authority to evaluate, manage, and reduce noise and air pollution impacts by aviation, and place those authorities under EPA or another non-FAA agency.
Further, Congress needs to pass legislation that will direct FAA to:
fully implement all noise and air pollution impact recommendations, from the non-FAA authority, unless FAA can clearly document that implementation would create a hazard (in other words, prioritize aviation commerce BELOW aviation impacts).
remove incentives to over-expand hub airports, by phasing out passenger facility charges and allowing (even encouraging) divestiture of excess airport lands for local non-aviation use. PFC’s need to be capped at $3.00, then phased out; AIP regulations need to be reformulated to end the current coddling of industry. The current regulations create perverse incentives to grow excessively and operate inefficiently, while also making it that much harder for other communities to have viable commercial airports.
draft revisions to airport funding regulations and other FAA documents, that empower local officials with the right and duty to engage local citizens in democratically deciding how their local airport may be used (to include allowing night-time curfews, reduced flow rates, banning some aircraft types for safety reasons, etc.).
advocate for LOCAL authority and LOCAL problem-solving (thus, support all locally designed solutions, even if they reduce total air commerce at that location, so long as the solutions are non-discriminatory and do not create a valid safety hazard).
create clear regulations – and aggressively enforce them! – to end helicopter thrill rides sold as ‘air tours’ (neither the recent NYC tour crash, nor the earlier Grand Canyon crash, should have happened … and they would NOThave happened, if FAA was truly regulating this industry).
create a program that makes flight data easily accessible online, so as to maximize operator transparency for repetitive flight operations; the goal should be to protect citizens against abuse by rogue operators, and to empower citizens in achieving real local control.
And lastly, in relation to climate change, Congress needs to direct FAA to:
impose a federal aviation carbon tax (make it a steep tax, with half the revenues going to non-aviation spending, overall tax reduction, etc.).
impose an environmental impact tax on leaded GA fuels (again, make it very steep, and direct all revenues to environmental programs, such as the non-FAA office charged with evaluating, managing, and reducing aviation noise and air pollution impacts).
replace most of the current aviation ticket taxes and other fees with:
a passenger ticket fee proportional to flight distance (itinerary miles, NOT direct miles).
a stepped ticket tax for commercial passenger seats (free, first two one-way trips or first roundtrip; single fee next few trips (e.g., roundtrips #2 and #3 in a year); double fee trips beyond that (e.g., roundtrips #4 and higher in a year).
UPDATE, 3/18/2018: — A discussion of item #1 of this Post was held at QSPS, and includes valuable insight by Cindy Christiansen; she explains the need for ‘independence’ and the nature of the proposed ‘study’, and also provides a link to a NAS Mission statement. Click here for the QSPS FaceBook discussion.
The first StART Meeting was held at KSEA, on February 28th. Vashon Island activist David Goebel posted a great write-up at the NORNP.org website (click here for aiRchived copy). It also is clear that Sheila Brush asked some great questions, to try and help Port of Seattle (PoS … perfect acronym, no?!?) officials drill down into the real impacts of this major airport, which appears stuck in a mode of selling out to profit-seeking by Alaska and Delta airlines.
As I understand his story, it was around two decades ago that David purchased land near the north end of Vashon Island, hoping to enjoy the bucolic setting a ferry ride away from the city. Those dreams crashed when FAA implemented the HAWKZ arrival and accommodated Delta’s hub development, creating nearly nonstop arrival streams at lower altitudes. There are many nice places to call home, around Seattle, but sadly airline over-accommodation is destroying them.
David offered this closing comment:
“…something that struck me as sadly ironic is that it was really quiet in the conference room; I didn’t hear any planes. This is in stark contrast to my cabin on Vashon Island, where as often as every two or three minutes they drown out all the sounds of nature, destroying the reason I moved there 20 years ago…..”
Yesterday, Congressman Bill Shuster, chairman of the U.S. House Transportation and Infrastructure Committee, announced he is abandoning his multi-year push (going back to at least 2015) aimed at privatizing the U.S. ATC system. The idea was sold as a way to remove roughly 35,000 employees from federal service, but many saw that in fact, the idea was just a way to give more leverage to the airlines and other corporate interests.
This is a big victory for all of us who want FAA to stop being a captured agency, a faux-regulator that fails to serve people while serving only aviation commerce.
Below is an archived compilation of various news articles with the announcement. The actual Press Release has not yet been posted at Congressman Shuster’s website.
Click on the image below for a scrollable view; the PDF file may be downloaded.
Every year, industry representatives (including FAA and the lobbyists, of course!) meet at around this time, for the ‘Aviation Noise & Emissions Symposium’. The event is traditionally held in the Palm Springs area, but is at Long Beach this year.
On the following page, aiReform has produced a table listing the attendees as listed at the event website. An effort has been made to identify which attendees are there on behalf of their local impacted airport, as well as to identify the industry players, lobbyists, and regulators. It appears that more than half of attendees are industry/regulatory.
Some of the attendees are actual activists who have fought against growing impacts under FAA’s defective NextGen program, or caused by excessive aviation operations. Other attendees include local citizens who may or may not care much, but were selected by the airport authority and/or local political officials, to fill a spot in an oversight group. It might be constructive if attendees and/or readers of this Post will submit further information, to clarify who the real hard-working activists are. Likewise, it would be interesting to learn more about the many companies and regulatory officials in attendance. For example, Lourdes Maurice is listed representing a company; formerly, she was a high-ranking FAA official, in charge of environmental issues. This appears to be yet another example of FAA-industry revolving doors.
Lastly, it would be valuable to hear from the activist-participants. Did they find this event helpful and informative, or did they instead feel it was just a dog-and-pony-show aimed at gaining their support of further aviation growth? Were the presenters sincerely interested in managing and reducing impacts, or just yes-men, passing along the industry sales pitches?