Santa Monica is Failing Their Promise to Shorten the Runway

A big event happens tomorrow night (May 24th), when the Santa Monica City Council holds a Special Session with major airport-related items. Here are some key links:

It has been four full months now, since the ‘surprise’ press announcement of a Consent Decree between FAA and the City. No progress has been made. FAA had approved, and the city promised, an immediate runway shortening, but now we are seeing the City dilly dally with lots of money to consultants to create reports that defy common sense while making unsupported claims that prolong the status quo impacts.

The City hired consultants to study options for shortening the runway to 3,500-ft, as allowed now by FAA. Documents indicate the consultant delivered a report with four options, but for whatever reason, the City stripped two of those options out and is proceeding to pretend only two options are viable. These two options alone were shared with the Public a few weeks ago (the existence of the other two options were only revealed in the last few days, after City posted documents related to the 5/24 agenda; see links above).

Frankly, it looks like City is playing a drawn-out delay game. It also looks like City is ignoring the health of the citizens of Santa Monica and nearby West LA neighborhoods. Even the City of Los Angeles should be pressing hard on this matter: to protect their citizens, they should be demanding that Santa Monica quit the dilly dallying and shorten the runway … NOW!!

The City owns the airport, and the City owns the runway itself. With that ownership, the City carries risks and liabilities. At this or any airport, if a runway is dangerous – too close to homes, or even too close to hangars as at Santa Monica, where people died in the last fiery airport crash – the airport authority needs to restrict operations for safety. If only to manage their risk exposure, all airport authorities should have the right to deny access of larger aircraft to substandard runways – especially commercial operations such as charter jets.

The biggest progressive step this year, as declared by the Consent Decree, is that FAA has finally backed down just a bit, and is letting the City manage the KSMO runway. City airport officials should use this restored authority to do as they say: immediately close the northeast portion of Runway 21, making it illegal for any aircraft to touch the asphalt.

Likewise, at the southwest end of the runway, City needs to take full advantage of the existing taxiways and simply close to operational use the roughly 450-feet of runway between the existing runway end and the first set of crossing taxiways (A1 & B1).

City could have done this in late January. That they have done nothing strongly suggests that City has a different and unspoken motive. The City, managed by Rick Cole, along with the airport office and under the guidance of the City Council, is not really trying to mitigate the severe impacts on hundreds of homes within the Runway Protection Zones (RPZs). The City is not honoring the clear request of the citizens who passed Measure LC with a wide margin, back in 2014 – a measure which demanded closure as soon as possible, and which also prohibited commercial use of any land reclaimed from aviation use in the future.

Also, notably, the most severe impacts at this airport are by small- to medium-sized charter jet and bizjet operations, often carrying just one wealthy person. These elites are inflicting an extraordinary negative impact on Santa Monica residents’ quality of life, simply because they will not be inconvenienced. They could instead fly out of much safer and less impactful airports such as LAX, Burbank, or Van Nuys, which like most U.S. airports, have no homes within their runway RPZs. They could do this, but they choose not to … and FAA and the City allow this injustice to continue.

Many have picked up on this story. No Jets Santa Monica Airport posted this great analysis on FaceBook:

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

Similar concerns have been posted by Ben Wang, at SMO Future. There are a lot of good people around Santa Monica, like Martin Rubin, who have devoted multiple decades to restore local quality of life and protect health. These are good people, who have fought for a just resolution of the noise and air pollutant impacts. It looks as though FAA and a few of the current City leaders are just trying to wear them out. FAA’s intransigence, and the corruptibility of selected Santa Monica officials, has ensured no meaningful progress in all these decades.

These are but a few of the people at the forefront of the movement by the majority of Santa Monica residents, who simply want to control and close the airport .. and they need to control it for their health. They are vocal activists, but they are not the only residents who find this is a major issue. These vocal activists represents the opinions – and the votes – of probably 5,000 Santa Monicans each. This is why there have been surprisingly long public comment sessions at City Council meetings when an airport issue has come up. The citizens have a network that lets them know when to come out in force to voice their opinions. Every day, more and more citizens are learning exactly which City Council members are secretly pro-airport. A clear story has emerged. The people will vote-out the now exposed pro-airport insiders.

This all has to change. If this does not change, we really do not have any functioning Democracy.

Scary on So Many Levels

(click on image to view USAToday article about the magazine cover)

New Yorker magazine is famous for its cover images, such as this one: Trump watching, in full-pout mode, while Sessions drags Comey off the plane. And, the citizens sit, obediently quiet, in their plastic seats, distracted by their devices and programmed toward suppressing and internally denying their outrage.

The same dynamics are at play in communities impacted by FAA’s fraudulent NextGen program, and by FAA’s enabling of impactful activities at places like Santa Monica and Longmont. More and more local residents are speaking up and organizing to protect their families, homes and neighborhoods. Yet, similarly, they run into so many neighbors who are afraid to share the outrage, who instead incline toward silence and distraction.

The architecture of our aviation system and our airplanes – the very geometry that defines how we sit on a commercial passenger flight – hints at how deeply corrupted our political system has become. A nation that for centuries has proudly pointed toward individual liberties and responsibilities, now sits mostly silent while money sets the houses on fire. We sit. Silently obedient, pretending a respect for authority that disrespects humanity.

Oh, and Happy Mothers’ Day to everyone! Let’s make our Moms proud and clean up this mess!!

Earthen EMAS: How to Make the Most of the KSMO Consent Decree

What is going on in Santa Monica? Is the City honoring the will of the people who rejected massive campaigning by aviation lobbyists, and resoundingly approved Measure LC back in 2014? Or, is the City pulling a fast one on its people?

(click on image to view an aiREFORM Post about the accident and the lack of runway safety areas at KSMO)

Increasingly, it looks like the City is pretending to care about the lead, the particulates, the noise, and the obvious health impacts, yet is doing nothing to correct these problems.

Then, too, there is the problem of airport proximity to dense residential properties; airport neighbors have actually had lawn furniture blown over by the blast behind jets taking the runway; the smell of jet exhaust is a regular occurrence in backyards, where children play.

The fiery crash of an arriving bizjet back in 2013 killed four, but would have been far worse if that volume of jet fuel had ignited while crashing through the houses within the designated Runway Protection Zones (RPZs). Yep, although RPZs are supposed to be vacant land, hundreds of houses exist in the trapezoidal spaces at the ends of the Santa Monica runway; both FAA and the airport authority – the City – are going to be held accountable and found totally liable, if and when a crash happens in the RPZs.

The Consent Decree itself is suspect … no, doubly suspect. The City had a solid legal case, Nelson Hernandez had been insisting to noise activists that there were no discussions toward settlement, and yet City suddenly gave away all their advantage and caved to FAA pressures … AND Chamber of Commerce pressures, … and wealthy jet owner and wealthy airport users’ pressures. Twelve more years were added, with no guarantee of eventual airport closure. The only ‘gains’ received by the City were the right to shorten the runway, from 5,000-ft to 3,500-ft. The shortening was supposed to be immediate; rational people assumed it would take at least a few weeks or months to formally shorten the runway on paper, and add some surface markings. Instead, this process is being badly bungled, and is really calling to question, the integrity and intent of City Manager Rick Cole and key personnel such as Mr. Hernandez. Here are some examples of their bungling:

  • on 4/25, a meeting was held to share options for how to shorten the runway. The only options offered were to shorten it by clipping 750-ft off each end, or to shorten it by removing the bulk of the 1,500-ft from the west end. There was no option offered to remove 1,500-ft from the east end, which would best serve the most impacted airport neighbors (because the airport is nearly always in a west flow, the engine runups and idling by bizjets and charter jets nearly always happen on the east end; the jets often fly out IFR, thus have to wait until ATC can alter the LAX flow, to safely allow the SMO departures … so the jet idling can go on for a long time; also, the predominant winds push the concentrated pollutants to West LA, just east of the airport).
  • the meeting invitations went out only to the so-called ‘stakeholders’: pilots, airport operators & tenants, and other aviation folk. The local non-aviation community was not invited.
  • eventually, the local non-aviation community found out. Understandably, they felt slighted. Trust in Rick Cole and Nelson Hernandez has plummeted.
  • now, tonight, the Airport Commission meets, to consider the limited options, which reportedly carry an extraordinary $6 Million price tag, mostly just for adding paint to pavement!
  • It’s as if the goal is to so frustrate activists that they just give up (but they can’t: the stakes are too high, when you are fighting for health!).

So, that’s how bad it is. Now, if the City really cared to resolve decades-old airport problems, what would they have immediately embarked on after finalizing this Consent Decree?

  1. as a first step, declare the closure to become effective at the earliest allowable date. If any operators of the airport need more than 3,500-ft of runway, they would have a reasonable time window to depart, but after the closure date, that option would no longer exist.
  2. designate a runway portion for the initial closure. This does not have to be the final closure portion, but it does have to be designated. The surface markings have to be added, and the ATC procedures modified, to make it illegal for any flight to use this runway portion except in an emergency. Thankfully, the surface markings and modified ATC procedures are not a large or expensive task, and are easily completed.
  3. simultaneous with the above, define a full set of runway shortening options. The present set is woefully deficient. A full set would include at least three final runway positions, where the final runway portions to be closed would be all at the east end, all at the west end, or equally on both ends of the runway.
  4. a second set of ‘options’ – and equally important for addressing airport impacts – is what to do with the closed runway portions. Are they to be maintained, to enable longer takeoff or landing distances for larger bizjets, or are they to be declared unusable? So, this second set of options should consider removal of the asphalt versus painting the asphalt, and should also consider how the surface of the former runway sections are to be finished and maintained (grass, sand, or ??).
  5. if the goal is to maximize safety and minimize environmental impacts by bizjets and charter jets, the solution should be to discourage use of the airport by jets. Therefore, it would be a no-brainer to tear out the asphalt and create an earthen EMAS – perhaps sand, or perhaps just compacted soil seeded to grass, as is found at most airports. A small jet, aborting a takeoff or with a brake failure on arrival, would have its speed safely arrested in the overrun area; larger charter jets would simply avoid SMO, using longer runways in less impacted communities instead. LAX, for example, which has a brand new VIP terminal aimed at serving elite charter clients.
  6. for the record, FAA’s version of EMAS is very expensive. A specially formulated ‘crushable concrete’ is poured, and the cost to repair is also very high. Not just for actual accidents, but also when a pilot blunders and accidentally taxis onto it, as happened at Burbank with a private jet carrying baseball player Alex Rodriguez, in October 2006.

The Santa Monica Airport should have been closed decades ago; that it has not yet closed testifies not only to the power of the aviation lobby and the depth of FAA’s corruption in serving that lobby, but also to the lack of will (and intentional deception?) by City officials. From a distance, it is hard to watch this play out and not wonder, who’s getting paid off with what? Is Santa Monica just a wealthier version of the Bell, CA scandal?


UPDATE, 5/3/2017: — a petition for writ of mandate was filed by two citizens, seeking to have the Consent Decree declared null and void, on grounds that it was negotiated in violation of open records laws; see 98-page PDF copy here.

Today’s FAA: Serving only Aviation Money by Perpetuating Environmental Impacts

Three current satellite views that illustrate how different nations balance aviation commerce with residential quality of life. The images also show how backwards the U.S. FAA has become, with the widening failures to protect people from aviation impacts.

The first image shows Austria’s largest airport, Vienna International Airport, which serves a metropolitan area with a population of 2.6 million. The airport is 11-miles southeast of the urban center, and surrounding by farmland. This airport was a recent news splash, when a federal court ruled against the addition of a third runway, on the grounds it would prevent Austria from achieving carbon-reduction goals associated with the Paris climate agreement.

The second image shows Portland International Airport [KPDX], in Oregon, which serves a metropolitan area quite comparable to Vienna (with an estimated 2.4 million residents). The airport is 6-miles northeast of the urban core; the land was formerly agricultural but has generally been industrialized and commercialized, often after the regional port authority uses federal funds to buy up adjacent properties.
The third image shows what may be the worst example of FAA obstructing local control, forcing noise and air pollution upon a densely developed residential community: Santa Monica, California [KSMO]. No farmland, and no other buffers to protect residents, with houses literally just past the runway ends. People have had fences and lawn furniture knocked down by the blast of private jets, and even charter jets carrying just one VIP passenger. The noise and the exposure to toxic lead and carbon soot is far beyond what is found at even much busier hub airports. FAA has allowed the airport to continue to operate despite effectively having no safety buffers, to protect both aircraft occupants and aircraft neighbors. The fiery crash that killed four in September 2013 is an example of how critical it is for jets to have ample clear space, to keep everyone safe.

Operationally, Portland and Vienna are quite similar. The Vienna airport website includes a news release noting there were 226K operations in CY-2016.FAA’s ATADS-OPSNET database notes that Portland International had 228K operations in CY-2016. One distinct difference, though, is that the Viennese traffic is stable, while the Portland traffic has steadily declined for two decades, and is now down 31% from peak year 1997.

Santa Monica is most famous as the airport where Harrison Ford hangars his toys; his playtime, even when it involves forced landings on golf courses and nearly hitting a commercial jet while failing to land on the Orange County runway, is more important than the health and happiness of thousands of residents. So, the same federal regulator that expends thousands of hours impeding local control and a safer SMO airport, would never even dream of clipping the wings of Mr. Ford.

This is a no-brainer: FAA needs to let local officials close KSMO, or at least disallow jets. The main impediment to cleaning this up is Michael Huerta’s FAA. If he cannot get his captured employees to do their jobs, he needs to leave.

2016 ATADS Data Posted, Shows U.S. Air Traffic Activity Remains Severely Depressed Overall

FAA has posted the official traffic counts for calendar year 2016, so another analysis can be done to see how much aviation activity has declined in the U.S. This analysis is important as it fully debunks – using FAA’s own data, no less – one of the core lies being used by FAA and others while trying to sell both ATC privatization and NextGen: the false claim that air traffic is ‘increasingly congested’.

The reality is quite the opposite: the U.S. aviation system is shockingly decongested, with activity depressed far below levels two decades ago. At the vast majority of airports with ATC (and these are the airports with reliable traffic counts), operations (landings and takeoffs) are down 30%, 40% even more than 70% from peak traffic years. There is a large ‘dead-zone’ of vastly underutilized airport infrastructure across the heart of the nation, most of it abandoned by FAA and the airlines; it stretches from St. Louis to Memphis to Pittsburgh to Detroit and on to Kansas City, coinciding with much of the region that tipped the election to Donald Trump. The ‘reliever airports’ developed by FAA in the 80’s and 90’s are relieving nothing. Indeed, these airports are increasingly serving only an elite few, as FAA continues to direct air passenger taxes toward expanding and maintaining these facilities. This is a classic example of the masses paying to subsidize those who least need a subsidy … primarily to enable elites to zip about in their private jets or via expensive air charter services, staying away from the TSA hassles while using their own network of smaller secured airports.

The database is searchable via the ATADS-OPSNET webpage. For this analysis, the annual operations data was compiled for 86 airports, including all of the ‘ASPM-77’ airports and nine other airports that have previously been studied by aiREFORM. It is reasonable to assume that FAA’s ASPM airport list essentially includes all of the most significant commercial airports, accounting for over 99% of all routes flown for both passengers and cargo. That said, the list is also a bit odd for the airports it does not include, most of which were busy GA training fields in 2016, such as: Deer Valley, AZ (DVT, with 370K ops in 2016), Centennial, CO (APA, with 332K ops), Daytona Beach, FL (DAB, with 307K ops), and Sanford, FL (SFB, with 289K ops).

The 86 airports are divided into four groups below. The first three groups comprise the 36 busiest U.S. airports since 1990; i.e., these are the 36 airports known to have had at least one year averaging 1,000 operations per day, in the historical record going back to 1990. These 36 airports are broken into three groups: airline hubs that are generally not declining, airline hubs that have already declined substantially, and non-hub airports serving primarily general aviation (GA). The fourth group, includes the 50 other key U.S. airports, though these are slower, as none of them has ever achieved an annual average of 1,000 daily operations.

This First Group (below) provides a ranked listing of the eleven primarily-commercial airports that show sustained performance. For 2016, two of these airports were in their peak year (SFO and JFK); the nine other airports each declined no more than 13% from peak year operations levels. These airports have the following characteristics:

  1. each of these airports had a Peak Year in their history, with traffic exceeding 1,000 daily operations; only MCO (Orlando) did not sustain that performance in 2016.
  2. notice that each airport is nearly pure commercial traffic; at each of these airports, 95% to 99% of operations are air carrier or air taxi.
  3. notice also, each airport had less than 5% local traffic (most had zero local pattern operations).
  4. these airports tend to be major ‘hubs’, where the airlines schedule more flights than are needed to serve the local community; thus, noise and pollution impacts on neighborhoods are increased, so that the airlines can bolster profits by accommodating many ‘through-passengers’.
Airport 2016 Total Operations 2016 % Local 2016 % Comm Peak Year Peak Year Total Ops 2016 v PkYr
ATL (Atlanta, GA) 898,356 99% 2007 991,627 -9%
ORD (Chicago, IL) 867,635 99% 2004 992,471 -13%
LAX (Los Angeles, CA) 696,890 96% 2000 783,684 -11%
DEN (Denver, CO) 572,520 99% 2010 635,458 -10%
CLT (Charlotte, NC) 545,742 95% 2013 557,955 -2%
JFK (Queens, NY) 458,707 98% 2016 458,707 0%
SFO (San Francisco, CA) 450,391 97% 2016 450,391 0%
EWR (Newark, NJ) 431,214 97% 1997 467,443 -8%
SEA (Seattle, WA) 412,170 99% 2000 445,677 -8%
LGA (Flushing, NY) 374,487 98% 2006 406,211 -8%
MCO (Orlando, FL) 323,914 95% 2007 367,860 -12%
average change: -7%

The Second Group (below) provides a ranked listing of the sixteen primarily-commercial airports that have NOT shown sustained performance. A quick review of this group shows:

  1. each of these airports had a Peak Year in their history, with traffic exceeding 1,000 daily operations; in 2016, nine of the airports sustained that performance (though with an average decline of 25% from Peak Year), while seven of the airports now average below 1,000 ops/day (with an average decline of 50% from Peak Year).
  2. notice that, as with the first group, each airport had less than 5% local traffic, and each airport is predominantly commercial. I.e., air carrier and air taxi traffic accounts for 85% to 99% of total operations; twelve airports were 90% or higher commercial, and only Honolulu (HNL), Washington-Dulles (IAD), Pittsburgh (PIT) and Salt Lake City (SLC) had less than 90% commercial traffic.
  3. these airports tend to be lesser ‘hubs’, former hubs, or non-hubs.
  4. the bottom five airports [Washington-Dulles (IAD), Memphis (MEM), St. Louis (STL), Pittsburgh (PIT), and Cincinnati (CVG)] illustrate the consequences of wholesale hub abandonment by airlines. In each case, a dominant airline typically was having difficulty getting tax or labor concessions from the community, so they chose to abandon billions of dollars worth of terminal, runway, and other infrastructure, in the pursuit of marginal profits.
Airport 2016 2016 % Local 2016 % Comm Peak Year Peak Year Total Ops 2016 v PkYr
DFW (Dallas – Ft Worth, TX) 672,748 99% 1997 934,624 -28%
LAS (Las Vegas, NV) 535,740 92% 2006 619,474 -14%
IAH (Houston, TX) 470,780 98% 2007 603,641 -22%
PHX (Phoenix, AZ) 440,643 95% 2000 638,757 -31%
MIA (Miami, FL) 414,234 95% 1995 576,936 -28%
MSP (Minneapolis – St Paul, MN) 412,898 97% 2004 540,727 -24%
BOS (Boston, MA) 395,811 96% 1998 515,788 -23%
PHL (Philadelphia, PA) 394,022 96% 2005 536,153 -27%
DTW (Detroit, MI) 393,427 98% 1999 559,548 -30%
SLC (Salt Lake City, UT) 320,259 85% 2005 455,214 -30%
HNL (Honolulu, HI) 305,608 80% 1992 403,708 -24%
IAD (Washington-Dulles, VA) 292,124 87% 2005 553,021 -47%
MEM (Memphis, TN) 224,883 90% 2003 402,362 -44%
STL (St Louis, MO) 190,517 95% 1995 517,961 -63%
PIT (Pittsburgh, PA) 141,630 89% 1997 457,732 -69%
CVG (Cincinnati, OH) 137,225 95% 2004 515,851 -73%
average change: -36%

The Third Group (below) provides a ranked listing of the nine busiest general aviation airports that historically had a Peak Year with traffic exceeding 1,000 daily operations. Only one of these airports has shown a sustained performance: Deer Valley (DVT), a major training airport in the Phoenix area. A quick review of this group shows:

  1. only one of these airports has more than 36% commercial (air carrier and air taxi) operations; five of the airports have less than 25% commercial operations.
  2. the outlier is Oakland (OAK), which is a unique airport that has historically operated as two separate airports, even with separate ATC towers. It has served as a major hub for Southwest on the east side of the Bay Area, but aside from that is essentially a non-hub.
  3. even with major training airports (which often cater to students from around the world), the decline in operations is profound. For Florida, the two listed airports averaged a 22% decline; for California, the four listed airports averaged a 52% decline from Peak Year.
  4. when airport flight schools import students, the flight school expands profits while airport neighbors endure substantially higher impacts; not just noise, but also air pollutants, including toxic exhaust from the leaded fuel still used in most small airplanes and helicopters. This is a serious issue for airport neighbors, in terms of both health and quality-of-life. Hillsboro, OR (HIO) is another example (see further down, in the Fourth Group); here, the Hillsboro Aero Academy gets cover from the Port of Portland and FAA while imposing their impacts.
Airport 2016 2016 % Local 2016 % Comm Peak Year Peak Year Total Ops 2016 v PkYr
DVT (Phoenix, AZ) 370,034 65% 2006 406,507 -9%
APA (Englewood, CO) 332,111 47% 1998 466,267 -29%
DAB (Daytona Beach, FL) 307,333 47% 36% 2001 373,812 -18%
SNA (Santa Ana, CA) 300,354 30% 36% 1991 569,241 -47%
LGB (Long Beach, CA) 294,886 52% 1994 488,313 -40%
SFB (Sanford, FL) 289,312 55% 36% 2001 397,557 -27%
OAK (Oakland, CA) 222,799 15% 67% 1999 524,205 -57%
VNY (Van Nuys, CA) 213,566 31% 1999 598,564 -64%
BFI (Seattle, WA) 169,641 26% 1994 422,804 -60%
average change: -39%

The Fourth Group (below) provides a ranked listing of fifty additional airports, none of which has had Peak Year traffic exceeding 1,000 daily operations (at least not since 1990). A quick review of this group shows:

  1. these airports tend to be either minor commercial hubs heavily dominated by one airline, or general aviation airports. some of the airports are , including.
  2. the extent of decline is again profound, averaging 38% for the whole group.
  3. The one most significant outlier in this list is Bellingham, WA (BLI). Here, we have an airport near the Canadian border, catering to passengers who cross the US-Canada border to catch cheaper flights. When the Canadian ATC system was privatized, a schedule of steep fees and taxes was imposed to generate needed revenues. Niche airlines like Allegiant took advantage of this, offering scant flight schedules (often just one or two trips per week) out of airports within a few hours’ drive of Canadian residents. Impacted communities include: Bellingham, Flint, Toledo, Niagara Falls, Ogdensburg, Plattsburgh, Burlington, and Bangor. The result, again, was airline profits and a tiny few local part-time jobs, with uncompensated aviation impacts on airport neighbors.
  4. Washington-Reagan (DCA) is an emerging hub. Here, we have a major commercial airport near the Capitol, growing quickly and increasingly impacting neighborhoods, but its growth comes from the downsizing of two other DC-area airports; i.e., both Washington-Dulles (IAD) and Baltimore-Washington (BWI) are declining as their seat capacity and operations are shifted closer in to the nation’s capitol.
  5. Dallas-Love (DAL) is another emerging hub. In this case, we have an airport for which FAA and Congress imposed restrictions, way back in the 1960s, to prop up the new major hub at DFW. Those restrictions ended a few years ago, so now Southwest is busily growing their DAL schedule to destinations previously not allowed. [Interestingly, the same pattern of lifted restrictions applies to the DC area; when federal funds were used in the 1960s to develop IAD, restrictions were imposed on DCA, but now that the restrictions are lifted, IAD is being largely abandoned.]
Airport 2016 2016 % Local 2016 % Comm Peak Year Peak Year Total Ops 2016 v PkYr
DCA (Washington-Reagan, VA) 299,670 98% 2000 342,790 -13%
FLL (Ft Lauderdale, FL) 290,239 87% 2005 330,967 -12%
ANC (Anchorage, AK) 279,861 68% 1997 318,080 -12%
MDW (Chicago, IL) 253,046 85% 2004 339,670 -26%
BWI (Baltimore-Washington, MD) 248,585 94% 2001 323,771 -23%
PDX (Portland, OR) 227,709 90% 1997 329,790 -31%
DAL (Dallas, TX) 224,193 73% 2000 256,787 -13%
HOU (Houston, TX) 202,106 71% 1997 262,892 -23%
HIO (Hillsboro, OR) 197,763 58% 2008 260,957 -24%
SAN (San Diego, CA) 196,935 95% 1995 245,280 -20%
BNA (Nashville, TN) 194,758 80% 1993 315,049 -38%
RDU (Raleigh-Durham, NC) 193,453 73% 2000 296,434 -35%
AUS (Austin, TX) 192,032 68% 2003 222,100 -14%
TPA (Tampa, FL) 189,682 88% 2000 278,632 -32%
TEB (Teterboro, NJ) 177,606 42% 2000 282,847 -37%
HPN (White Plains, NY) 164,511 43% 1999 222,274 -26%
SAT (San Antonio, TX) 164,393 66% 1998 273,345 -40%
IND (Indianapolis, IN) 162,294 90% 2000 259,860 -38%
SJC (San Jose, CA) 160,509 79% 1991 340,875 -53%
SDF (Louisville, KY) 156,200 91% 1994 184,653 -15%
SJU (San Juan, PR) 154,727 89% 2000 236,903 -35%
PBI (West Palm Beach, FL) 144,527 58% 1993 233,558 -38%
TUS (Tucson, AZ) 137,561 22% 37% 2005 284,555 -52%
OGG (Maui, HI) 136,654 85% 1999 188,387 -27%
MSY (New Orleans, LA) 134,263 90% 1994 175,493 -23%
ABQ (Albuquerque, NM) 133,828 10% 55% 2002 254,568 -47%
BUR (Burbank, CA) 132,391 21% 48% 1991 224,033 -41%
ISP (Islip, NY) 124,164 47% 2000 238,239 -48%
MCI (Kansas City, MO) 122,844 97% 1999 219,956 -44%
CLE (Cleveland, OH) 118,653 92% 2000 331,899 -64%
MKE (Milwaukie, WI) 113,715 87% 1999 221,866 -49%
SMF (Sacramento, CA) 111,187 91% 2007 180,037 -38%
JAX (Jacksonville, FL) 103,788 70% 1999 161,539 -36%
BUF (Buffalo, NY) 97,605 16% 72% 2000 165,334 -41%
OMA (Omaha, NE) 96,275 71% 1999 188,216 -49%
BDL (Windsor Locks, CT) 94,812 81% 1999 183,444 -48%
BHM (Birmingham, AL) 94,401 53% 1991 180,961 -48%
ONT (Ontario, CA) 91,671 80% 1994 159,895 -43%
BLI (Bellingham, WA) 84,600 32% 29% 2000 89,730 -6%
RSW (Ft Myers, FL) 79,151 89% 2005 96,148 -18%
OXR (Oxnard, CA) 74,151 55% 1993 137,933 -46%
BTV (Burlington, VT) 71,133 26% 37% 1991 123,146 -42%
PVD (Providence, RI) 70,088 17% 62% 1999 156,366 -55%
PSP (Palm Springs, CA) 55,919 55% 2002 109,509 -49%
MHT (Manchester, NH) 55,537 73% 1993 116,272 -52%
DAY (Dayton, OH) 51,854 76% 1991 189,896 -73%
SWF (Newburgh, NY) 43,851 21% 26% 1999 168,603 -74%
SLE (Salem, OR) 34,646 32% 2007 101,800 -66%
RFD (Rockford, IL) 34,356 21% 30% 1991 114,593 -70%
GYY (Gary, IN) 25,844 31% 1995 64,725 -60%
average change: -38%

Overall, ATADS data shows the ASPM-77 airports increasing commercial operations by 2%, from 2015 to 2016. But, the total remains 14% below system peak year (2000) and below annual totals for all years from 1993 through 2011. And, most importantly, if you separate out the main airports the few major airlines are increasingly focusing on, the operations at all other commercial airports are routinely down 30% or more from peak years. What we are watching is a slow reconfiguration by the airlines, to rely on roughly a dozen main ‘superHub’ airports, while gutting and even abandoning service at hundreds of communities.


See also:

Video of the February 4, 2017 Protest at Santa Monica Airport

The video produced for the latest Santa Monica protest rally is an outstanding example for how to conduct a peaceful and informative protest. Other aviation impact activists can learn from viewing this.

One point that comes through repeatedly within the rally is the deep concern the people have about health and aviation pollution. Incredibly, in the Consent Decree signed earlier that week, both FAA and the City were totally indifferent to these concerns; indeed, the only mention within the 63-page formal document is this paragraph, where FAA is pressing the City to formally abandon all environmental concerns.

Just a guess, but I suspect the four who voted to accept this Consent Decree (Pam O’Connor, Terry O’Day, Gleam Davis, and Ted Winterer) had not read this particular portion of the draft … and if they DID read it, they need to explain their ‘yes’ vote to the voters!

Here’s an embed of the video, followed by an expanded timeline, with a few quotes:

  • at the start of the video, Martin Rubin & Joan Winters (Concerned Residents Against Airport Pollution) opened the rally.
  • 14:47Mike Bonin, Los Angeles City Council Member from District 11. A few quotes: “This has been a battle that has been going on for a very long time, and I will say that, for the past four years, I actually thought we were moving in a very good direction. I was thrilled and was glad to support the grassroots efforts of Santa Monica to push for the victory of LC and the defeat of D. And I was pleased to see the increasingly aggressive actions that the Santa Monica City Council was taking, as they went forward in trying to shut the airport down, in their battle against the FAA – a big, scary, monolithic organization, in that battle to try to get this airport shut down.”“My first reaction was, ‘wow, they’re going to shut this down, that’s good news’, and I was happy. And then I began to look into the details of the agreement. And my staff began to look into the details of the agreement. And, I began to hear from Marty, and others, who are experts and fluent in this. And while I was doing that I got a text from someone, a former elected official in Los Angeles, who said, ‘I just heard the news, Santa Monica Airport is shutting down; Bill Rosendahl is looking down smiling’. And, I texted back: ‘You know what? He sure as hell isn’t. He sure as hell isn’t’.”“Keeping this airport open for twelve more years is wrong,” followed by a series of injustices the airport is forcing onto local neighborhoods. Also, “If this runway is going to be shortened, it damned well better have a 1,000-ft buffer zone. It is unconscionable that the FAA, which is charged with protecting safety, has allowed a shorter than usual runway buffer zone in this area. It is absolutely unconscionable, and it puts people’s lives at risk. And I’m encouraging and calling on Santa Monica to do everything they can, to get rid of the damned leaded fuel sales at that airport. When I saw the LA Times story last week, I had hoped this was the end; it’s just another chapter.”
  • 20:40Santa Monica Mayor Ted Winterer was one of four who voted to accept the consent decree, and had been pre-scheduled to speak at the rally. He could have backed out, but bravely attended to explain his vote. Martin Rubin diplomatically introduced him, humorously asking the audience to hear him out and scream at him later.
  • 29:33 – Martin Rubin offered a civil rebuttal to Mayor Winterer’s comments, focusing on the need for engaged citizens and public process in an effective Democracy. “If the City thinks they’re fooling the people, well the FAA thinks they’re fooling the City. The FAA’s interest is in aviation – promoting aviation, economically mostly. They do not incorporate the views of the impacted communities. All around the country there are people that are very upset with things that have been going on with the FAA. This one friend of mine put it, ‘how can you tell when the FAA’s lying? Their lips are moving’.”
  • 40:10 – former Mayor Tony Vazquez was one of three Santa Monica City Council Members who voted against accepting FAA’s Consent Decree. Tony was not a scheduled speaker, but offered strong support for the work being done by Congressman Ted Lieu.
  • 43:54Sue Himmelrich, another of the three Santa Monica City Council Members (the third was former former Mayor Kevin McKeown) who voted against accepting FAA’s Consent Decree. Sue also was not a scheduled speaker, and offered strong support for Congressman Ted Lieu. She noted that both she and Ted Lieu are lawyers; that, she read the entire agreement prior to voting ‘no’, and she is sure Ted will read the full agreement, too, and will then make a just decision.
  • 47:02Laura Silagi, Venice Residents Against SMO, questioned the City’s ‘Fly Neighborly Program’. She explained how FAA dodges accountability and blames the program on the City. And, she explained the program’s impacts are a problem that needs to be solved now.
  • 52:10Alan Levenson, founder of ‘No Jets SMO’, read a review of the history of this airport, going all the way back to the Douglas airplane factory. For each change and each obstruction to progress, he noted: “The simple answer is money.”
  • 1:02:28 – Martin Rubin discussed facts and propaganda: “What the City put out is all propaganda.”
  • 1:02:56Susan Hartley, former Santa Monica Airport Commissioner: “Well, in 2007 I got you all to say ‘enough’, we thought it was enough, we had it then and now look at this now. All the time I was on the airport commission they kept saying, ‘2015: it’s going to be done’. Then, we saw 2015 come, and now they want us to believe it’s going to be done twelve years later? Forget it. Forget it, forget it. Under this so-called agreement, no … nothing about noise violations, nothing about pollution, nothing about … it’s going to get worse.” “I just don’t buy this twelve year thing. I don’t buy it. I would like to buy it. I think you need to think about recalling the people.”
  • 1:05:43 – Martin Rubin discussed Susan’s role in the history of activism against SMO impacts; he also discussed the evolution of the Airport Commission away from rubber-stamping airport staff projects, to instead become a representative for the People.
  • 1:07:44David Goddard, former Chair of Santa Monica Airport Commission, discussed his opinion on the apparent sweetheart deals, wherein City has illegally and fraudulently leased public property to Atlantic and other major airport tenants, far below market values. As Alan Levenson said in his earlier speech, “The simple answer is money.”
  • 1:12:41Bob Rigdon, an independent citizen, and 35-year airport neighbor, very effectively pointed out that, with the sudden vote to accept FAA’s Consent Decree, City Council has effectively thrown out decades worth of work.
  • 1:15:18 – after Martin Rubin suggested the airport could be renamed ‘Satan Monica Airport’, he introduced Mike Salazar, Ocean Park Association. Mike added his disappointment with the Consent Decree, and reviewed some airport history, including the 1981 vote to close the airport … which was forestalled by FAA when they imposed a 1984 Settlement Agreement. He discussed the need for the airport to close, including these quotes: “What we have to remember is, Santa Monica Airport is an outdated airport. It’s not the quaint, historic airport that anti-neighborhood folks cite, as this ‘wonderful, historic venue’.”“Not even shortening the runway will make this polluting dinosaur beneficial. When we close this airport, aviation will survive, and they’ll relocate, hopefully sooner than later.”“This outdated airport has no economic benefits when the costs are weighed.” He noted how non-aviation jobs vastly outnumber aviation jobs at the airport (which he finds economically comparable to a small strip mall), and in closing he mentioned toxic lead, ultrafine particles, and other airport health impacts. “Where is the FAA on health and safety, which is their mandate?”
  • 1:27:16 – Martin Rubin gave closing remarks, including: “So, it does take a large number of people, a lot of groups, a lot of different directions, to crack this very difficult nut – of aviation being able to do whatever it wants to do. There are problems all around the country. We are just the poster child for general aviation, and we have an important message to send out.”

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Protest Today: Local Residents need Local Control at Santa Monica Airport

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The recently announced ‘consent decree’ between FAA and City officials, is a total capitulation to FAA, and thus to the aviation money interests that own FAA. This latest action shows FAA, Administrator Huerta, and four City elected officials have zero regard for the very real health impacts upon residents near this airport.

BTW, this group (Concerned Residents Against Airport Pollution, CRAAP) does a phenomenal job on their protests. Check out the video archived for their protest ten years ago: [KSMO]: A Video Collection of Speeches at a Protest in April 2007

The ‘Consent Decree’: Shame on Four Santa Monica Officials for their Total Capitulation

Yesterday, the Consent Decree announced on Saturday morning was signed, and a copy was shared online. The surprise of the Saturday announcement was one thing, and the extent of excessive capitulation by the City was a second shock, but the actual language in the Consent Decree (copy here) is, well, Trumpian.

Granted, there is no way the new White House cabinet gives a rat’s ass about the health impacts around Santa Monica Airport; they are too busy playing ‘King of the Mountain’, testing their power limits, dismantling our environment and our civility, all in the name of greed and profits. Of course, so is the case at Santa Monica: the bulk of these impacts are by charter jets, thus serving the tiniest demographic, the ascendant oligarchy.

Here’s the assessment of the Consent Decree by NoJets.org:

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

And, here’s the assessment of the Consent Decree by attorney Jonathan Stein:

City of Santa Monica FAA Reaches Settlement Agreement with FAA, Allows Shorter Runway and Eventual Closure – in 12 Years

The Santa Monica City Council announced in a Saturday press conference that they have agreed to a Consent Decree in which FAA will allow total closure of the airport [KSMO], but not until at least January 1, 2029.

Twelve years is a long time, and will mean a lot more health impacts due to jet air pollution. Some will see this as nothing but another unacceptable extension of FAA’s agreement with the City signed way back in January 1984, (1984 to 2029: FAA has dragged this out for 45-years!). That agreement was to allow City to assert full local control of their airport land, on July 1, 2015. FAA reneged on that promise, blocking City’s efforts and intent to close nearly two years ago. And, FAA abused their administrative authority to embrace – and even encourage – the use of Part 16 administrative complaints. FAA’s slow administrative processing of these complaints is used to perpetuate use of the airport while also impeding and delaying progress by the City.

The one element of the Consent Decree that offers residents some jet air pollution relief much sooner is this detail: the City will be allowed to reduce the length of the runway, to 3,500ft. While most of the present 4,973ft runway will likely be retained as pavement for safety overruns, the actual runway available for use will be reduced substantially, and the 30-passenger charter jet proposed by JetSuiteX (under a contract with an outfit called ‘Delux Public Charter’) will not be able to safely or legally operate.

Should the City have gotten better? Absolutely. Settlements are supposed to reflect a meeting in the middle, with proper consideration for both parties in a dispute. FAA continues to abuse their authority and play the bully in the playground, forcing communities like Santa Monica to expend thousands of hours of effort and even millions of taxpayer dollars fighting skirmishes enabled by FAA’s arrogant attitude. At the least, FAA should have granted City authority to exclude jets almost immediately, and absolutely once the runway is shortened. Why? Because the residential neighborhoods around Santa Monica are uniquely too close, and too impacted by jet pollution.

An actual signed copy has not yet been shared, but if the agreement has been signed, FAA has the power to repair this failure. Simply, FAA can declare that, due to health and safety concerns and unique local impacts, the Santa Monica runway is officially closed to jet arrival operations.

Here is FAA’s Press Release:

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


See also:

UPDATE, 1/29/2017: — Reactions from activist groups question the City’s sincerity, and note the lack of transparency and trust. The Airport Protest Rally is still on for Saturday, February 4th, at 11AM. Here are more archived records:

EPA’s Online Resources

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(map and table, showing EPA’s ten administrative regions)

The U.S. Environmental Protection Agency (EPA) was created in 1970 “…for the purpose of protecting human health and the environment by writing and enforcing regulations based on laws passed by Congress.”

The effectiveness of EPA has been questioned by practically everyone; pro-commerce types swear EPA is too onerous, while pro-environment types insist EPA consistently falls short in protecting the environment.

Back in 1970, the year of the first ‘Earth Day’, our Congress was as constructively focused on environmental issues as they have ever been. Sadly, most Congress’s since have served commerce far ahead of people, passing laws, bending rules, and granting targeted exemptions that always further undermine EPA. This includes in the area of aviation impacts. Congress has consistently redistributed authority away from EPA and into FAA, on critical environmental matters including aviation noise and leaded aviation fuel. And, Congress has also consistently federalized authority; they’d rather strip local officials of their basic rights to run their local airports to serve the needs of their local community, and instead give that authority to faceless and unaccountable FAA bureaucrats.

A regulatory agency can be constrained by laws, but the most fundamental power is in information. Thus, even a defanged EPA can empower people, so that each individual can understand environmental impacts and effectively advocate for their family, to protect their environment. EPA can serve us – and they do, with work such as their ‘Citizen Science for Environmental Protection’ Program (selected content copied and archived here). But, and especially in the present political landscape, it is UP TO EACH OF US to do the work beyond the data: we have to take that data, formulate the message, and advocate the change.

So, for example, we can look at reports such as this one, showing diminished air quality and other impacts in the neighborhoods to the north of SeaTac Airport [KSEA]. We can also look at the December 2016 report done by the National Advisory Council for Environmental Policy & Technology, ‘Environmental Protection Belongs to the Public – A Vision for Citizen Science at EPA’.

Where Do We Go Now?

If we take away one lesson from the politics of 2016, it should be this: a Democracy is doomed to fail, where the people are not actively engaged in the decision-making process. We cannot expect to achieve the ideals we want and need as a nation (or as a small, local community), if people do not participate. We cannot be distracted; we cannot be lazy; we must guard against the manipulation of voting data and other forms of election fraud; and, we must not allow the selective disenfranchisement that is happening due to ‘the new Jim Crow’ discriminatory laws. Similarly, we cannot expect to benefit from the sound application of science where many of our elected leaders are collaborating with lobbyists seeking to discredit science; climate change denialism is a good example of this failure.

With that in mind, there is a glimmer of hope for the new administration. The GOP has championed de-federalization and expanded LOCAL authority in all matters. Thus, it is conceivable that we may be surprised; Trump, Ryan, McConnell and others may shrewdly use aviation as an example, demonstrating how to reduce bureaucracy, save money and localize control while de-federalizing the authorities that FAA has increasingly abused.