The Polis Amendment: We Need Local Control of Our Airports!

This Post is about a legislative amendment that is set for review (and hopefully will be adopted?!?) this coming week. Your support is urgently needed, to help restore local authority so that local officials can manage impacts caused by their local airports. A link to help you easily contact your elected representative and encourage their support of HR 2997, is located near the end of this Post. Here’s the background….

The Problem…

We have a problem. A BIG PROBLEM! The system of government in this nation, which was designed to empower individuals and ensure we can work together to prosper and share great lives, has become coopted. Money now controls everything. Aviation offers a concise case study of how bad this has become:

  • the ‘money’ is in the airlines, the manufacturers, the airport authorities, and the industry lobbyists; they spend this money to gain support from FAA and elected officials, to manipulate rules and procedures for their own profits.
  • all of the above have a near-total bias toward expanding airport operations, and a near-total indifference to the impacts that are destroying even historic residential neighborhoods.
  • the environmental costs are not just an inconvenience; the repetitive noise and air pollutants, now being concentrated over new ‘noise ghettoes’ below, create sleep loss, asthma, stress, heart failure, and other serious/fatal medical conditions.
  • citizens who speak up are routinely beaten down; their concerns are diminished and ignored by all authorities; pro-aviation trolls launch attacks via social media; we are led to feel we are ‘against progress’, which is so false (…in fact, we can clearly have moderation and managed impacts that still allow all the real ‘progress’ that an airport can provide – without destroying health & quality of life).
  • when we, as impacted citizens, approach elected officials, we soon learn these so-called ‘representatives’ exist only to fund their next election campaign … and so, they are nearly ALWAYS beholden to industry players; i.e., they will act empathetic and say they are concerned, but their ACTIONS achieve no resolution of our problems. Furthermore, when we look closely at the current Congress, we see that important gatekeepers, such as the Rules Committee, appear to have heavily biased memberships (which, if abused, can be used to summarily dismiss all amendments that do not serve party objectives).
  • when we approach the mainstream media, we quickly see their enormous bias … always in favor of money, always happy to pass on misinformation.
  • when we approach the courts, they too dismiss our concerns.

Given all of this, we could just consider it a lost cause, but we really must guard against that. Instead, let’s pick our strategy carefully, and coordinate our efforts. We have to do this, especially for the next generation.

The Solution…

The very heart of the solution is LOCAL CONTROL. All airports – even O’Hare and Atlanta, the two busiest in the world – ultimately serve the local community. So, why in the world would we let FAA bureaucrats in DC take away the right – and responsibility(!) – of local officials to impose curfew hours, limit operations per hour, and impose other safe and reasonable policies that properly balance airport impacts with airline profit margins? Simply, we WOULD NOT DO THIS. This has happened, only because FAA is a captured regulator; FAA is only pretending to regulate the very industry it serves. And we are the victims, the collateral damages.

This is where the Polis Amendment comes in. Jared Polis, a Congressman representing citizens near the skydiving-noise impact-zone around the Longmont airport, has been working hard to assist those impacted. They have worked for years to get cooperation from Mile Hi, but profitable tandem jumps help the Mile Hi owner, Frank Casares, to refuse to cooperate. Local elected officials feel powerless and defer to FAA, but FAA does nothing… all they want to do is enable aviation commerce, with no regard for the ‘costs’ imposed on others. And so, the problems continue. (click here to view many other aiREFORM articles about Mile Hi and impacts around Longmont)

Here are two recent graphics about the Longmont impacts:

Notice how the climbs are routinely done a few miles AWAY from the actual airport. This helps keep airport neighbors from complaining; it also dumps noise pollution on distant neighbors, many of whom are unaware why they keep hearing so many planes. (click on image to view source tweet)

The shifting of skydiving climbs away from the airport is not only a dumping of noise pollution, it is also DANGEROUS: other pilots, flying through the area, will have a much harder time spotting the skydive aircraft when they are not within a couple miles of the target airport. (click on image to view source tweet)

The Polis Amendment seeks to add text to the FAA Reauthorization Bill (HR 2997), to explicitly restore Local Control of GA Airports (i.e., at General Aviation airports that primarily serve recreational pilots). HR 2997 is also known as the ’21st Century Aviation Innovation, Reform, and Reauthorization Act’, or AIRR, and is being pushed by Bill Shuster, along with lobbyist A4A, the airlines, and officials like Transportation Secretary Elaine Chao. The ‘Reform’ part is a cruel joke; these reforms will only further empower corporate greed, while disempowering us individual citizens. The bill is working its way up to a final vote by the House. The process this week includes getting the amendment approved by the Rules Committee (probably in a meeting on Monday), then proceeding to discussion (probably Wednesday) and eventually for final debate on the House floor.

Here is a copy of the text, proposed for addition at the end of Title VI (Miscellaneous):

So, people who can see […and hear, and BREATHE(!) the impacts of unmitigated aviation…] all need to be heard this week. Contact your elected representative, and let them know why they need to support the Polis Amendment, why WE NEED to restore local control of our LOCAL airports.

This is the first step. Eventually, local control also needs to include empowering the hundreds of thousands of residents impacted under concentrated NextGen routes, to have a real voice – and the democratic authority – to impose curfews, hourly operations limits and other capacity management restrictions that best serve the local community. Every great journey starts with a single step, and local control at GA airports needs support even from those of us who live in the new noise ghettoes FAA is creating, via NextGen.

Take Action, Please!

Please contact your elected representative. Here’s a handy link to identify your rep:

http://www.house.gov/representatives/find/

For further information, please see this petition at Change.org. This is an excellent petition, laying out the goals for resolving all sorts of aviation impacts across the nation. The petition proposes the following seven elements for the 2017 FAA Reauthorization, now being considered by Congress:

  1. Update noise metrics used to evaluate significant exposure.
  2. Require environmental impact reviews prior to flight path changes.
  3. Mandate a robust and transparent community engagement process, including pre-decisional public hearings, for any new or modified flight paths or “flight boxes.”
  4. Restore local control over airport operations.
  5. Remove the FAA from oversight of environmental quality and public health.
  6. Mandate robust data collection and analysis of aviation noise and other pollutants near airports.
  7. Ban flights over and within 2 miles of designated noise sensitive areas.

FAA and Port of Seattle: Leading Us in a Global ‘Race to the Bottom’

Rose Bridger’s latest paper takes a close look at Special Economic Zones (SEZs). Practically speaking, SEZs are an evolved form of entities such as the Port of Seattle, which was a special authority created by the state of Washington, when the Port District Act was passed back in 1911. These entities are designed to empower players who are wealthy and politically connected, while also insulating these players from both accountability and transparency. SEZs are typically supported by governments, and these days often are done in ‘public-private partnership’ with multi-national corporations.
SEZs generally subsidize the major players with:

  • …use of state authority to sieze lands – frequently productive farmland; this is part of the global land-grabbing phenomenon that is displacing rural and indigenous people.
  • …public funding of infrastructure, including airport construction, utilities and surface transportation networks.
  • …allocation of land and other essential resources; and,
  • …of course, generous tax breaks.

Across the globe, thousands of airport-linked SEZs have been developed. These are a form of deregulation targetted at benefitting big-business, and they frequently seed rampant cronyism. The rates and laws within SEZs differ from the surrounding areas; tax breaks and other incentives aim to narrowly benefit investors, while simultaneously aiding the incumbency of elected officials. However, due to weak linkages with the host economy, the benefits of SEZs often fail to extend beyond the boundaries of the designated enclaves. Also, foregone tax revenues put a strain on local government coffers. Non-resident investors take advantage of these tax breaks, but often eventually relocate to alternative sites offering even more generous perks. When this happens, the SEZs languish as useless white elephants. And the impacts upon local residents tend to be negative and extreme: destroyed communities, blighted ‘noise ghettoes’, sleep loss and stress, and diminished health caused by aviation air pollution.

Here’s a PDF copy of Rose’s latest paper (23-pages):

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

In her conclusion, Rose notes:

“New airport linked economic zones bring the short-term certainties of massive government expenditure on infrastructure and lucrative contracts for construction firms….”
“Airport-linked economic zones accelerate the global ‘race to the bottom’ by providing geographically defined areas where deregulation and tax breaks, to serve the interests of big business, are maximised. The new economic zones must also be viewed within the context of broader economic justice concerns of tax breaks for aviation set to benefit investors, in particular the almost universal tax exemption of aviation fuel for international flights. Allocation of land assets to airports for generation of non-aeronautical revenue is another form of subsidy. Monetisation of airport land banks is accelerating worldwide as aerotropolis style development gathers pace.”

A Steep Aviation Carbon Tax Would Solve Many Aviation Impacts

Image

(click on image to view source tweet)

Aviation is heavily subsidized when Congress approves taxes on passenger tickets and air cargo, then uses those taxes to expand airports beyond what serves the local community. Congress can do better. They need to implement fees and taxes that disincentivize the excessive carbon consumption by commercial operators. Here are some of the many benefits:

  • fewer hub flights (and thus more direct flights)
  • reduced noise and air pollutant impacts, along with more sleep and preserved quality of life, in communities currently being destroyed by NextGen
  • less aviation CO2 pollution per passenger (due to shorter/direct trips replacing indirect flights via hubs)
  • reduced delays (especially at hub airports)

Rose Bridger’s Latest Paper Looks at Aviation Abuses in Indonesia


The imbalance of power between aviation and local residents is troubling. In the United States, we commonly see where the federal regulator, FAA, ‘collaborates’ with airport authorities, airlines, operators and other industry players to run roughshod over local communities. Aviation profits are always profusely accommodated, nearly always with substantial costs to people and the environment: natural habitat is destroyed, quality of life is diminished, and people are exposed to more air pollutants, including carcinogens.

Across the planet, some of the most egregious aviation injustices are happening where state authorities are enabling industry expansions against the will of local residents, sometimes even large population areas. When people in the U.S. rise up to fix aviation impacts, they rarely have to deal with lines of cops. They deal instead with a wall of unaccountable bureaucrats; people who make their money by supporting aviation expansion; people who routinely lie, distort, and even antagonize the much better people who are responsibly seeking to fix the aviation impacts; people who play ‘hot potato’, claiming they lack authority so “…gee, check with the other guy.”

Is it fair to say that, in either form, this amounts to state terrorism? If burdens are imposed and rights taken, be they by gun or billy club or categorical exclusion, does it really matter how graphically extortive the process is? Nobody may be killed or even injured (a good thing!), yet many bodies (and minds) incur great costs for the narrow benefits created. Farmland is taking and people are dislocated (see this example in rural Minnesota). All of this is enabled by federal agencies that pretend to enforce safety and manage aviation, but more truthfully just offers cover for industry players to abuse people. In the United States, in Indonesia, and across the planet.

How Do People Regain Power?

When dealing with unaccountable bureaucrats (especially those at FAA and various airport authorities), it’s always a good idea to learn as much as you can. Study what is happening elsewhere. See how others are making progress. Identify the framing that YOU need to impose on the issues; if we allow FAA/industry to frame the issues and implement faux-solutions like time-wasting workgroups, we only guarantee that the problems will persist, never to be resolved.

Rose Bridger, UK author of Plane Truth: Aviation’s Real Impact on People and the Environment, is one person whose works are well worth studying. Rose continues to be a prolific advocate for people and the environment. She has just published a new insightful study: Aviation expansion in Indonesia: Tourism, land struggles, economic zones and aerotropolis projects. Here is an archived copy:

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


UPDATE, 6/14/2017: — per a GAAM email update: The report contains a map showing all the airport locations and maps of two airport sites, and accompanies GAAM’s interactive digital map: Aviation Expansion in Indonesia which features all the airports that are mentioned, integrating spatial information with text and images. For paper copies of the report, please contact: Third World Network, 131 Jalan Macalister, 10400 Penang, Malaysia, Tel: 60-4-2266728/2266159, Fax: 60-4-2264505, Email: twn@twnetwork.org.

Skycatcher Failed to Catch On

Other Posts have pointed out how many aspects of U.S. aviation have been in decline for decades, yet are not talked about: TRACON operations, commercial flight operations, ASPM-77 airport operations, airline fuel consumption, the shrinking NAS, for example … all have seen substantial declines for nearly two decades. Now, here’s a similar Post, focused on General Aviation – the manufacture of small planes for recreation, small business use, etc.

In the latest sign of how far U.S. general aviation has fallen, Cessna has decided to destroy the unsold inventory of it’s model ‘Cessna 162 Skycatcher’. Within the details of this story, there is a lot to be seen about how the political system serves money and special interests, while impeding changes that would best serve everyone. All the posturing on Capitol Hill, the new laws to incentivize sales and prop up an industry in decline, the indifference as U.S. manufacturers moved production overseas to cheapen their labor costs, the false boosterism of how great aviation is for the economy … and yet it all came down to just a sad story about the recycling of some very expensive airplane pieces.

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

[KSMO]: No Runway Protection Zones, in Stark Contrast with Other Airports

kuao-201205-rpz-rwy-17-on-satview-w-dimensions-showing-trees-later-removed

The green trapezoid delineates an RPZ at the north end of the Aurora Airport, near Portland, OR. This RPZ, similar in size to what is needed to accommodate charter jets at Santa Monica, measures 500ft by 1010ft by 1700ft long. As is the case nearly everywhere, all obstructions were removed from this RPZ: there are no structures within the trapezoid, and the lines of trees have all since been removed (not even stumps are allowed… they are considered too dangerous).

A Runway Protection Zone (RPZ) is a trapezoidal space, positioned at the ends of all runways, designed to create a safety buffer for when aircraft fail to stay on the runway. Santa Monica has no meaningful RPZs. In fact, despite lots of searching, I have not been able to find any other U.S. airport with hundreds of homes standing inside the RPZ. The vast majority of U.S. airports have ZERO homes standing inside the RPZs.

This graphic illustrates where the Santa Monica RPZs would be, if FAA applied its safety standards there:

ksmo-20161223-rpzs-rwys-3-21-v2-labels-added

In contrast with the RPZ at KUAO, these safety areas at Santa Monica have hundreds of houses. (click on image for larger view)

Nationally, FAA has generally done a good job on RPZs; they have defined the dimensions, and they have firmly and consistently guided airport authorities to comply with these design standards that are needed to protect pilots, paying passengers and airport neighbors. FAA has thus secured safety control at essentially all airports, but NOT at Santa Monica. There, a close inspection of the RPZs shows approximately 270 homes exist in the Santa Monica RPZs, meaning that the RPZs are, frankly, nonexistent. Here are larger images; try to count the houses yourself:ksmo-20161223-500x1000x1700l-rpz-sw-of-rwys-3-21 ksmo-20161223-500x1000x1700l-rpz-ne-of-rwys-3-21Nice homes, in a beautiful area with the finest weather, yet these people endure air pollution, noise pollution, and the constant fear of an off-airport crash. This makes no sense, and it does not have to be this way.

How Does Santa Monica Compare With Other Airports?

The PDF below presents a compilation of satellite views, comparing airport RPZs for Santa Monica with thirteen other airports in five western states (California, Oregon, Washington, Idaho and Nevada). Each of the airports selected for comparison is noted for heavy use by air charters and private bizjets. Two especially notable conclusions from this analysis are:

  1. homes are virtually never allowed to stand within RPZs, as it is just too dangerous. So, why hasn’t FAA either bought out the homes in the Santa Monica RPZs or, far more pragmatically, simply shut down jet operations there?
  2. if FAA shut down jets at Santa Monica, the capacity to absorb them at larger and safer airports in nearby Van Nuys [KVNY] and Burbank [KBUR] is enormous. As is typical throughout the U.S., both of these airports were built to accommodate traffic levels that have since declined by half.
Click on the image below for a scrollable view; the PDF file may be downloaded.

With FAA, ‘Collaboration’ is Just a Slick Euphemism for ‘Propaganda Campaign’

Time and again this year, the mainstream media has been shown to be fully collaborating with those they report on, thus effectively serving not as objective journalists but as servant propaganda agents. We’ve seen this in politics (yes, 2016 has been a big and very troubling year!), and we’ve seen it in the lobbying efforts of certain industries, aviation included.

The key to these propaganda campaigns is to ALWAYS frame the message (using carefully selected keywords), and coordinate the delivery of information. In the context of our U.S. Congress, in its present and ongoing state of oligarchy-serving dysfunction, it is critical that opposition voices are tamped down; that is, it would be problematic if any of the aviation stakeholders spoke up against the objective. So, within the group of stakeholders/players who are coordinating the propaganda campaign, each must find an aspect of the program that serves their own narrow interests, and accept that personal benefit as sufficient for their agreement to remain quiet about aspects they dislike. This is precisely what has evolved with NextGen and ATC Privatization; this is how we end up with the air traffic controllers’ union, NATCA, doing a reversal this year and now declaring that union leaders are onboard with both proposals.

The current propaganda campaign for the U.S. aviation system focuses on two things:

  1. ATC privatization – the ‘real goal’ is to further insulate this safety/regulatory function from accountability and transparency, making it that much harder for impacted citizens to resolve aviation-related problems. Many in industry like this idea, for obvious reasons (it creates ‘business opportunities’); top officials at NATCA see a chance to remove controllers from federal salary caps and the age-56 mandatory retirement, so thousands of the most senior controllers today would earn more than $180,000 per year (and build much larger retirement pensions).
  2. NextGen investment – as happens with most matured agencies, there is a constant need to project a message that helps the agency mission appear relevant and worthy of further funding. So, every few years, FAA dreams up a way to spend money, coordinates with ‘stakeholders’ to ensure their non-opposition, then carefully maneuvers Congress, seeking billions for a new so-called ‘transformative’ program. It is all smoke-and-mirrors and pork, benefitting not just industry players but also FAA officials who retire, collect pensions, and become consultants and lobbyists for those same industry players.

Any effective propaganda campaign requires consistent and frequent restatement of key bits of disinformation. I.e., if you repeat a lie long enough, it effectively becomes fact. This truism is understood and abused by both major political parties in the U.S., just as it is understood and abused by accountability-averse agencies, FAA included. So, what are the key bits of disinformation FAA is using…?

  1. use the words ‘increasingly congested’ … even when you know it is just a bald-faced lie (see the data analysis within the Post, The Incredible Shrinking NAS … that FAA & the Av-Gov Complex Don’t Talk About; on average, for the 504 U.S. airports with control civilian control towers, annual operations are now down 45% from the peak years at each airport. DOWN 45% … but does the mainstream media tell us this statistic?
  2. distract the citizens with snazzy graphics and jargon that pretends to be selling something new and incredible [even when the actual change is minimal to none]
  3. tack on the latest buzzwords, such as ‘transformative’, ‘collaborative’, and of course ‘NextGen’.
  4. make sure it appears that the message is organic, authentic, and sourced NOT in the agency (FAA) but in the real world (the airlines, the airline lobby, the unions, the manufacturers). [again, this is just illusion… there is a huge amount of coordination going on behind the scenes, with FAA and the other parties very carefully designing the campaign, and orchestrating who says what and when]

Here’s a recent example: a news article with warm and fuzzy airport growth hopes at the St. Paul Downtown Airport [KSTP], near Minneapolis. This is an airport catering primarily to elite personal and business travel, such as using charter bizjets. The airport management expects roughly a hundred elite sport fans to use KSTP in early 2018, for their flight to watch the Super Bowl. The article more than implies that the airport is a money-generator. But, as shown in this aiREFORM analysis, and as is so typical across the nation, annual operations at this airport peaked in 1990 and have since declined 70%. The federal monies spent there are essentially maintaining infrastructure that is increasingly underused.

So, when you read articles such as this, be sure to consider the long history of spin and propaganda by FAA and other Av/Gov Complex players.

WTO Finding: Boeing’s 777 Project was Illegally Subsidized by State Legislature

LeehamNews.com does a great job covering the commercial aviation manufacturing industry, especially the often complex politics surrounding Boeing in the U.S. versus Airbus in the E.U. The latest blogpost, ‘Airbus, Boeing claim victory in today’s WTO ruling over Washington State tax breaks’, goes deep into the WTO panel report that was just issued today: ‘Dispute Settlement – Dispute DS487, United States — Conditional Tax Incentives for Large Civil Aircraft’. Essentially, WTO found Boeing’s 777 project was illegally subsidized by tax incentives created by the state legislature, in House Bill ESSB 5952. That legislation, passed in November 2013, was aimed at securing local jobs, thus improperly favoring the local economy.

This subject area is a bit off-topic for aiREFORM but worth archiving here, as it sheds further light on the extent of subsidy that props up aviation. We often hear that airports and aviation are huge catalysts for local economic development. Well, it turns out, this line is just more spin to dupe elected officials and citizens into accepting the latest aviation development scheme. In most examples, subsidies such as the huge tax reductions and tax credits given to Boeing, come with substantial costs elsewhere. Two key areas where the costs are transferred elsewhere:

  1. somebody has to pay the taxes that are excused when legislators offer sweet deals to large corporations; that burden falls more heavily on the regular Joe taxpayers, the ones raising families, for example.
  2. when jobs are sucked up into concentrated mega-factories, like the new wing production plant in Everett (at KPAE), those jobs no longer exist dispersed over numerous smaller communities. Time and again, those small communities start to shut down and become economic wastelands with relic facilities now standing silent.

When viewed objectively the ‘net economic benefit’ becomes just a wash, really nothing to get excited about.

Much like our federal laws have enabled banks to concentrate and become ‘too big to fail’, laws related to aviation have enabled airlines, airports, and manufacturers to concentrate, becoming ‘too big to function without imposing excessive impacts’. These impacts need to be objectively addressed, not glossed over because they do not conform to a propaganda campaign. Congress has failed us big time, these past few decades, and the trend does not look promising.


UPDATE, 11/29/2016: — Two months ago, WTO made a similar finding, but precisely opposite, finding illegal subsidies of Airbus by the EU. There is an apparent history of legal busy-bodies doing a huge amount of work and rendering critical decisions, but in the end taking no real action to change anything. This pattern is much like we see with FAA’s faux-regulation of aviation interests.
The documentation is deep, but a fascinating read. There is much to be learned about the politics (and complete absence of free and open markets) in aviation, by looking at related articles and past WTO actions. See, for example:
  • 9/22/2016 – a 574-page report issued by WTO, in response to the United States’ complaint against the European Union (EU)
  • 9/22/2016 – 154-page Addendum to the above report. See in particular the Executive Summaries submitted by the two parties.
  • 9/22/2016 – LeehamNews Post summarizing the report issued by WTO.
  • 11/29/2016 – 154-page Addendum to the above report. See in particular the Executive Summaries submitted by the two parties.

Aviation Impacts are Non-Partisan

Here is a screen-cap of a thoughtful Facebook post. Susan is a ‘victim’ of TNNIS and other NextGen routes east of LaGuardia Airport [KLGA], who has worked tirelessly trying to get FAA to responsibly fulfill their role as a regulator that can mitigate environmental impacts.

(click on image to view source at Facebook)

(click on image to view source at Facebook)

It is important to understand that NextGen is really just about spending lots of money. The money comes primarily from airline passenger taxes and Congress, and the recipients are a small group of avionics manufacturers, as well as lobbyists (many of whom are retired FAA ‘regulators’).

In order to obtain needed funds, the Av-Gov Complex had to sell the NextGen concept to Congress. This meant building an appearance of cohesive support, including especially the airlines and labor. This they accomplished by ‘collaborating’ to produce the following strategy:

  • dupe the public (including Congress) by claiming NextGen offers something new and incredibly efficient … such as their coordinated sales pitch with graphics showing zig-zag routes that have not been commonly flown for more than five decades!
  • ignore the many examples of how no substantial efficiency gains are achieved; for example, the routine use of enroute delay vectors (which commonly more than compensate for the short time savings of low/early departure turns);
  • entice the airlines by promising the elimination of noise mitigation routes at major hub airports … allowing turns lower and closer to the runways, for both departures and arrivals;

The airlines and the controllers’ union (NATCA) could say lots about how bogus the whole NextGen sales pitch is, but their silence has been bought. Just a few years ago, NATCA was strongly critical of NextGen; today, controllers who question why the NATCA leaders are advocating ATC privatization (which is hand-in-glove with NextGen implementation) are pressured into silence. And, as for the airlines, Delta stands alone as the only major airline willing to critique the Av-Gov sales pitch.

In simplest terms, FAA is committing a fraud while diminishing quality of life at the homes of hundreds of thousands of residents. This is a ‘taking’, without just compensation. It is being done by FAA, against the People, to narrowly benefit the Av-Gov Complex.

United Airlines at Dulles: Yet Another Example of Corporate Welfare?

The airlines offer an extraordinary example of how the playing field has become increasingly tipped, to favor money, corporations, and the politically connected. In this example, the Washington, DC area is served by three commercial airports: Baltimore-Washington [KBWI], Dulles [KIAD], and Reagan National [KDCA]. As is common at all major U.S. airports, there is little actual price competition at each airport, with each location dominated by one or two major carriers. So, travelers to the DC Metropolitan area via Southwest use KBWI, those flying United use KIAD, and those flying American use KDCA. The data for December 2013 shows Southwest flies 81% of KBWI flights, United flies 91% of KIAD flights, and American flies 56% of KDCA flights.

This airport dominance is problematic for local communities. It puts the non-resident airline corporate officials in a strong bargaining position to compel elected officials to create huge subsidies. The taxation system underlying U.S. commercial airlines and airports is such that, if an airline abandons a hub, the local economic impact can be severe. See for example the dramatic declines in airport operations when major airlines ‘moved on’ from former major hubs: USAir in Pittsburgh [KPIT], by Delta in Northern Kentucky [KCVG], by American in St. Louis [KSTL], and by United in Cleveland [KCLE].

In this case, elected officials are saying they believe United might leave Dulles, so they must give United lots of money. Well, think about that for a moment: if United left Dulles, where would they go? They certainly would not base at KBWI, and compete against Southwest. And trying to relocate to KDCA would be all but impossible, due to capacity limits. So, would United want to leave the entire DC metropolitan market? Would one of the four major U.S. commercial carriers be able to run a real airline without serving the lucrative market that feeds elected officials, lobbyists and aggrieved citizens to the nation’s capitol? Of course not. In other words, United was not going anywhere, and the huge subsidy being trumpeted by McAuliffe, Kaine, and others is nothing but another example of massive corporate welfare.

(click on image to read source article and reader comments, at Washington Post)

(click on image to read source article and reader comments, at Washington Post)

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