Crain’s New York Business recently published an Op-Ed by Joe Sitt, Chairman of the Global Gateway Alliance (GGA). The Op-Ed offers the predictable slanted view coming from a lobbyist for airport expansion and non-regulation: essentially, GGA’s position is that all three major NYC airports (KLGA, KJFK, KEWR) should be expanded further to remove capacity restrictions that diminish profits, especially in the hotel/tourism industry. Ironically, while the streets and neighborhoods of NYC are perhaps the most congested in the nation, Sitt and GGA complain about airport congestion and want to increase passenger counts … which clearly will further congest the streets and neighborhoods of New York City. It seems that money rules (and people suffer) in too many parts of this nation.
A PDF copy of the Crain’s Op-Ed is provided below, complete with an aiREFORM footnoted rebuttal of Mr. Sitt’s statements. Further down in this Post, the footnotes are expanded, to include relevant links and graphics.
Click on the image below for a scrollable view; the PDF file may be downloaded.
- Candidates are known to say all sorts of crazy stuff when campaigning. they are also known to always speak positively about creating jobs. During the 2016 campaign season, infrastructure was pushed as a palatable way to create jobs and keep money within our borders. More often than not, though, whenever large sums were proposed for infrastructure (such as this $1 trillion figure) there was little if any reference to airports and aviation. Why not?
Because aviation is the one area of infrastructure that actually has a very rich revenue base, in the tens of billions in taxes/fees collected (with the majority paid on each leg flown by each airline passenger); indeed, this slush fund is so deep, DoT and FAA are pushing construction of unneeded runways at the most remote locations (see for example the Post about the new crosswind runway at Mora, MN, built in a wetland used by migratory waterfowl!). And, it gets worse: FAA funds and eminent domain were used to acquire lands for this runway.
- Much has been written about the waste and cronyism behind public-private partnerships. Likewise, it is worth noting that ‘private investments from tax incentives’ are essentially a cost-shift, putting the cost burden onto others (while the corporations get their projects and the elected officials get campaign funds and future consulting gigs). In other words, the ‘tax incentive’ aspect of these deals all too commonly reduces down to elected officials saying; “…well, Mr. CEO, your corporation will not have to pay these taxes – that’s our incentive to YOU – and, instead, we’ll just collect these taxes from everyone else … the regular Joe’s who are not part of this deal. Cheers!!”
- The delays at these three airports (KEWR, KJFK, and KLGA) will not be resolved by so-called ‘modernizing ATC’. Sitt and others need to demand that FAA actually ‘manage’ the capacity at the most congested airports. Key solutions would include:
- impose strict (and much lower) limits on operations per hour. Set these rates low enough and, even in the crappiest weather, you will NEVER see JFK or LaGuardia or Newark backing up. You would also eliminate the enormous loops commonly flown, such as the infamous JFK ‘Arc of Doom’. And, the unseen enroute delays at cruise altitude (typically 30-60 flight minutes prior to landing) would also be substantially reduced.
- disincentivize indirect two-leg (and even longer, less direct) flights, by setting fees appropriately. For example, set passenger fees directly proportional to direct distance flown from origin to hub stopover (to other hub stopovers) to destination. If a direct flight is 1,000 miles but Airline X sells an itinerary that is 2,000 miles, let the passenger and/or airline pay twice the fees for a direct flight.
- while the Arctic melts (IN MID-NOVEMBER!) it sure would be appropriate to disincentivize fossil fuel consumption. Simplest solution: impose a steep carbon tax, focused initially on the aviation sector.
- Some have offered yet another brilliant disincentivizing proposal: let air passengers fly their first flight in a calendar year with a small fee (or even zero fees), but step up fees for subsequent trips. For example, a 10% fee on the first trip could become 20% on the second and third trips, and 30% on all additional trips.
- Sitt (and GGA) want the NYC airports to build more runways, like they now plan to do at London’s Heathrow. The problem at Heathrow is that the airport is the top hub for through-passengers between North America and Europe. This third runway does not serve the local residents as much as it serves the airlines seeking to ratchet up profits at Heathrow, with the massive through-passenger processing done under the hub concept. A third Heathrow runway will ratchet the local economy minimally upward, but will maximally diminish health quality of life (in terms of noise, congestion, and reduced air quality) for hundreds of thousands of residents. The exact same scenario is happening in the NYC area: FAA is aiding profit-seeking airlines to abandon all environmental regulation (i.e., decades-old noise abatement procedures) to increase ‘hub throughput’ and thus slightly increase corporate profits.
- No, what REALLY intensifies the problem of delays cascading out of the NYC airports is that FAA and the airlines are simply scheduling too many flights into too little time each day. The current scheduled traffic levels, all aimed at aiding airline profits via hubbing (accommodating through-passengers who never even leave the airport!) guarantees delays every day. This is a no-brainer. If you or I were trying to manage a congested road area, we would figure out how to REDUCE vehicles, not INCREASE vehicles. But, in this case, as demonstrated by Sitt, the pursuit of profits makes us blind to pragmatism.
- The Partnership for New York City study is not only an extremely biased joke, it also contains substantially false data. A table within (here’s a link to an archived copy; see Figure 1 at page 10 of the 37-page PDF file) cites FAA as the source for figures showing annual growth in airport operations at the three main NYC airports. The data is false; the real data, available online at FAA’s ATADS-OPSNET database, proves the P4NYC report grossly exaggerated annual operations. According to the P4NYC report, which was done in February 2009, annual totals peaked in 2007 at 1.45 million operations; but, ATADS shows the true figure was 1.30 million. Furthermore, FAA’s ATADS shows this count declining, with the latest figure (1.23 million, in 2015) down 5% from the peak in 2007.
- This line gets the ‘BullSitt Award’. Here, Sitt is citing the same-old false argument, that today’s controllers are burdened with equipment from the 1940’s. This is incredible disinformation. The fact is, the radar system has advanced through a series of improvements, in basic technology (vacuum tubes to transistors to integrated circuits to microprocessors and massive data storage/manipulation capacities), in regulations imposed by FAA (requiring transponders, defining airspace boundaries, requiring sophisticated avionics systems for collision avoidance and navigation, etc.), and in FAA’s development of GPS routes (WAY BACK IN THE MID-1990’s!). At the same time, though, the use of this blatantly false argument strongly suggests how P4NYC is collaborating with FAA, Airlines for America, and other players to sell the fraud that is NextGen.