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Interview - Greta Thunberg - Inspiring Others to Take a Stand Against Climate Change - Extended Interview - The Daily Show with Trevor Noah (Video Clip) | Comedy Central
[See also: https://www.greenmatters.com/p/greta-thunberg-trevor-noah-daily-show

“So, host Trevor Noah asked Greta about the difference between Sweden and the U.S. in terms of treatment of the climate crisis — and Greta’s answer says it all.

“I would say yes,” Greta said, when Noah asked her if she has noticed a different feeling surrounding climate change between the two countries. “Because here, it feels like it is being discussed as something you believe in or [do] not believe in. And where I come from, it’s more like, it’s a fact.”



In the U.S., we like to think that we are ahead of the curve — but it’s clear that some Americans are foolishly ignoring the science that proves that human activity is deepening the climate crisis, while other nations treat that information as a fact. Americans still have a long way to go before we can be real leaders in the fight for the climate.

Before noticing that disparity, Greta made a few more surface observations about New York when Noah asked her about her impression of NYC so far.

“Everything is so much, so big, so loud. People talk so loud here,” Greta told Noah, comparing the bustling city to her time on the Malizia II yacht. “Because when I was on the boat, there is nothing. There is just the ocean, and of course the sound of the waves crashing, but that’s it. No smells — apart from sweat. So, I remember the first thing I noticed when we came into the harbor — I woke up, and suddenly smelled something. And of course, it was pollution, but it’s still something. And that was… [in]describable,” she said with a smirk, to which the audience burst out laughing.

“To go from this extreme environment — you are disconnected from everything and everyone, you only have yourself, and the ocean, and the boat of course… to New York,” Greta added, her eyes widening with the slightest cringe, to which the audience laughed once again.”



“Noah also asked Greta why she stopped flying in airplanes, and why she opted to make the boat trip to New York. “I did it because I have, since a few years [ago], stopped flying because of the enormous impact aviation has on the climate, individually,” she told Noah. “And just to make a stand. I am one of the very few people in the world who can actually do such a trip, so I thought, why not?”

Greta makes an important point here. If there’s something we have the privilege to do that will protect the planet — or even just make a statement about protecting the Earth — we should do it."]
gretathunberg  aviation  flight  travel  climatechange  interviews  2019  trevornoah  climatejustice  activism  us  europe  nyc  flightshame  flyingshame  flygskam  carbonemissions  emissions  airlines  climate  airplanes  carbonfootprint 
9 days ago by robertogreco
Dr. Genevieve Guenther on Twitter: "@GlobalEcoGuy @keya_chatterjee @MichaelEMann @Peters_Glen Hi Jon, my apologies for taking so long to reply to your question. I was solo-parenting today. Anyhow, I have a very long answer for you. One of these days I sho
“Anyhow, I have a very long answer for you. One of these days I should write something about this, but for now lots of tweets…

I think you’re right that aviation has become a domain for virtue signaling. But also I think it still encapsulates real issues that the climate movement must grapple with.

I think there are two different contexts in which to consider these issues. The first is that of the climate movement. What should be expected from people who publicly declare that we must stop emitting GHGs and who try to move our culture and politics to that goal?

My opinion is that people in the climate movement should do everything they can to reduce their own personal emissions.

I am persuaded by the research showing that our doing so increases our public credibility and inoculates us against the charge of moral hypocrisy.

I also believe that reducing our personal emissions gives extra (and necessary) force to our argument that only political action leading to systemic change will solve the climate crisis.

The “we need systemic change” argument is weakened considerably insofar as it seems like self-justification for continuing to enjoy high-carbon pleasures.

Ask your gut: would Greta Thunberg have so galvanized the world if she had flown around Europe to deliver her speeches?

That said, Glen is also clearly right: being able not to fly depends on a number of contingencies. Many people have to fly for work or to see family.

Many climate leaders have to fly. Should Jay Inslee, for example, not fly while he’s campaigning for president? Surely not.

Should island nations send their delegates to the COPs by boat? Perhaps not be the best use of their resources. But delegates of high emitting nations? Absolutely, they should travel to the COPs emitting the least GHGs as possible. Climate justice from the get-go, I say.

And the political is the personal & visa versa. If flying were a country, its emissions would be sixth largest in the world. And out of the entire population, only 1.5% of us are responsible for the majority of aviation emissions. Flying is climate injustice full stop.

I think considering questions of climate justice in one’s personal practices should be encouraged or even normalized. And who else is going to do that work but people in the climate movement?

As for the argument that calling for the end of unnecessary flying hurts the climate movement because it plays into the hands of the fossil fuel industry…

I can see how the ff industry / denial machine wants to keep everyone’s attention on consumption rather than the managed decline of the ff economy, and I agree it’s tricky to be talking about personal behavior change in a public forum for that reason.
But I think climate twitter is more of a bubble than it seems, and there is a gap between the conversations and debates to be had here and our communication to the general public. (The general public sphere being the second context in which to consider this issue.)
I never try to persuade my friends, my colleagues outside of the climate movement, or the audiences for my talks that they should stop flying. Never.

Not only because it’s a shocking idea for people who have yet to be mobilized, but also because the *only* worthwhile public message IMHO is that everyone needs to take actions that demand and attempt to force *political* and *institutional* change.

But if I am asked I say that I have committed to not flying, and I say why: once I understood that emitting GHGs is fatally dangerous, I felt a kind of categorical imperative to emit as little of them as possible…

…even though the reduction of my own personal emissions of GHGs won’t make any *quantitative* difference overall.

Let me say right away that I have failed in my commitment by flying to Pittsburgh to give a paper beccause I didn’t have time to take the train for family reasons, and…

I flew once w my son and will again until he’s old enough to tolerate the idea of how dangerous climate change might be and why his entire world needs to change. He already knows why we have to cut back (from 8 flights a year to once in 3 years); that’s enough for now.

So it’s complicated, I fuck up all the time, my motherhood conflicts with my activism, we’re all human.

But I am tortured by the question: if we need to bring our emissions down to net zero in 30 years, and the tech for net zero flight is not there yet, everyone is going to need to stop or curtail their flying at least temporarily, no? So why not start now?

And I will acknowledge that sometimes I speak too harshly and admit that I do so because it hurts me, makes me feel most despondent and hopeless, when the people who understand climate change the best are no more willing to give up flying than anyone else.

I know lots of people dislike me for the way I talk about flying. And I see that flying is becoming an increasingly contentious issue.

But as far as wedges go, I think that not grappling w the problem, but dismissing or subtweeting w barely concealed contempt people who express dismay about flying is also pretty divisive.

That said, I realize that nearly everyone I respect and who has devoted their life to this problem disagrees with me. I know that the people who disagree with me want the climate movement to succeed and the world to decarbonize.

I just passionately believe that we are more likely to succeed if we signal the urgency with our actions, unite the word with the deed, and also…

show that life is absolutely beautiful, and meaningful, and interesting, and rewarding, and that people can be successful and have amazing experiences, without needing to spew plumes of carbon dioxide into the sky or, really, ever get on a plane.“
planes  airplanes  flight  climatechange  activism  genevieveguenther  2019  travel  signaling  gretathunberg  morality  hypocrisy  fossilfuels  environment  sustainability  parenting  responsibility  carbonemissions  aviation  flygskam  guilt  shame  carbonfootprint  flying  flyingshame  flightshame  emissions  airlines  climate 
27 days ago by robertogreco
Matthew Paskins on Twitter: "When I tell colleagues I don’t fly, quite a lot of them, especially senior ones, respond—“oh, I should fly less.” I respect this response, but /1" / Twitter
[via: https://twitter.com/justinpickard/status/1163199568332447744 ]

“When I tell colleagues I don’t fly, quite a lot of them, especially senior ones, respond—“oh, I should fly less.” I respect this response, but /1

I suspect it’s very unlikely that you will start to fly less if your professional persona and way of being depends on it. People just don’t actually give it up, you know? /2

Some do, some reduce, some have great aspirations; some use the security of professorial status or tenure to reduce their transport load. But in general flying is too central to a way of being and a kind of thriving to give up. /3

(I think. I’d love to be wrong). /4

The reason I don’t fly isn’t straightforwardly instrumental—it isn’t that I think I’m grounding enough planes to make a big difference. It’s that I can’t bear a model of scholarship which is as dependent on the sociotechnical system of aviation and border control as ours is. /5

And I would like to have contributed in whatever small way I can to the anticipatory labour of making a less unjust academy. That is obviously complicated and obviously fraught with inequities. /6

And senior people are going to continue to behave with the combination of grace and ruthlessness which got them where they are. That means, most of the time, accepting the immense subsidy for elite networking which universities pay out. /7

What those people can meaningfully do—what you can do if you’re one of those people—is support colleagues whose mobility is limited: whether that’s through refusal to fly, the operation of tyrannous Visa systems, or because they have caring responsibilities. /8

I don’t mean me—or just the performative act of attempting to refuse to reproduce institutional injustice: a lot of the people who feel they can afford to do that are already fortunate, or very stubborn can or both /9

But limited access to transport is an injustice that reaches far beyond that group. /10

I would love for the conversation to go: “I don’t fly.” “Oh that’s interesting, I’ve just written a letter this week to a colleague who can’t travel about how we could work together.” Or “Cool, I’ve been making sure people are reading stuff by [so-and-so]”. /11

Etc. These are tiny wishes but they are achievable in a way that individual flight-reduction may not be. THE END. /12"
flight  flying  academia  highered  highereducation  opportunity  matthewpaskins  aviation  status  security  inequality  inequity  elitism  networking  conferences  borders  visas  travel  injustice  socialjustice  climatechange  sustainability  flightshame  flyingshame  flygskam  carbonemissions  emissions  airlines  climate  airplanes  carbonfootprint 
5 weeks ago by robertogreco
Flying shame: Greta Thunberg gave up flights to fight climate change. Should you? - Vox
“Greta Thunberg gave up flights to fight climate change. Should you?”



“Rosén said there isn’t anything unique in the Swedish soul that has made so many across the country so concerned about flying. “This could have happened anywhere,” she said. “We’ve had some good coincidences that have worked together to create this discussion.”

Nonetheless, the movement to reduce flying has created a subculture in Sweden, complete with its own hashtags on social media. Beyond flygskam, there’s flygfritt (flight free), and vi stannar på marken (we stay on the ground).

Rosén said that judging by all the organizing she’s seen in other countries, she thinks Sweden won’t long hold the lead in forgoing flying. “I wouldn’t be surprised if the Germans would follow us soon,” she said.”



“Scientists are having a hard time overlooking their own air travel emissions

Kim Cobb, a climate scientist at the Georgia Institute of Technology, has curbed her air travel by 75 percent.

“I really started thinking about my carbon footprint after Trump was elected,” she said. “Doing my climate science and donating to the right candidates was never going to be enough, even if you took that to scale.”

She created a spreadsheet to track her personal carbon footprint and found that flying formed the dominant share of her emissions. “By the end of 2017, 85 percent of my carbon footprint was related to flying,” she said.

Much of Cobb’s research — examining geochemical signals in coral to reconstruct historical climate variability — required her to travel to field sites in the equatorial Pacific.

While she doesn’t anticipate giving up those visits entirely, Cobb has taken on more research projects closer to home, including an experiment tracking sea level rise in Georgia. She has drastically reduced her attendance at academic conferences and this year plans to give a keynote address remotely for an event in Sydney.

[embedded tweet by Susan Michie (@SusanMichihttps://twitter.com/SusanMichie/status/1144799976377200641e):

"I have begun replying to invitations “Due to the climate emergency, I am cutting down on air travel …” Have been pleasantly surprised how many take up my offer of pre-recorded talk & Skype Q&A’s @GreenUCL @UCLPALS @UCLBehaveChange https://twitter.com/russpoldrack/status/1144368198227120128 "

quoting a tweet by Russ Poldrack (@russpoldrack):
https://twitter.com/russpoldrack/status/1144368198227120128

"I’ve decided to eliminate air travel for talks, conferences, and meetings whenever possible. Read more about my reasons here: http://www.russpoldrack.org/2019/06/why-i-will-be-flying-less.html "]

Cobb is just one of a growing number of academics, particularly those who study the earth, who have made efforts in recent years to cut their air travel.

While she doesn’t anticipate making a dent in the 2.6 million pounds per second of greenhouse gases that all of humanity emits, Cobb said her goal is to send a signal to airlines and policymakers that there is a demand for cleaner aviation.

But she noted that her family is spread out across the country and that her husband’s family lives in Italy. She wants her children to stay close to her relatives, and that’s harder to do without visiting them. “The personal calculus is much, much harder,” she said.

She also acknowledged that it might be harder for other researchers to follow in her footsteps, particularly those just starting out. As a world-renowned climate scientist with tenure at her university, Cobb said she has the clout to turn down conference invitations or request video conferences. Younger scientists still building their careers may need in-person meetings and events to make a name for themselves. So she sees it as her responsibility to be careful with her air travel. “People like me have to be even more choosy,” she said.

Activists and diplomats who work on international climate issues are also struggling to reconcile their travel habits with their worries about warming. There is even a crowdfunding campaign for activists in Europe to sail to the United Nations climate conference in Chile later this year.

But perhaps the most difficult aspect of limiting air travel is the issue of justice. A minority of individuals, companies, and countries have contributed to the bulk of greenhouse gas emissions from flights and profited handsomely from it. Is it now fair to ask a new generation of travelers to fly less too?”



“Should you, dear traveler, feel ashamed to fly?

“Travel is fatal to prejudice, bigotry and narrow-mindedness, and many of our people need it sorely on these accounts,” wrote Mark Twain in The Innocents Abroad. “Broad, wholesome, charitable views of men and things can not be acquired by vegetating in one little corner of the earth all one’s lifetime.”

Air travel has yielded immense benefits to humanity. Movement is the story of human civilization, and as mobility has increased, so too has prosperity. Airplanes, the fastest way to cross continents and oceans, have facilitated this. And while some countries have recently retreated from the world stage amid nationalist fervor, the ease of air travel has created a strong countercurrent of travelers looking to learn from other cultures.

Compared to other personal concessions for the sake of the environment, reducing air travel has a disproportionately high social cost. Give up meat and you eat from a different menu. Give up flying and you may never see some members of your family again.

So it’s hard to make a categorical judgment about who should fly and under what circumstances.

But if you’re weighing a plane ticket for yourself, Paul Thompson, a professor of philosophy who studies environmental ethics at Michigan State University, said there are several factors to consider.

[embedded tweet by @flyingless:
https://twitter.com/flyingless/status/1151524855982039046

"No need to tell me about your feelings of guilt. I see no reason for you to feel guilty. You already excel at ethical thinking in many other areas of your life and relationships. Judge for yourself what the times require of you, personally and politically. Act or don’t act."]

First, think about where you can have the most meaningful impact on climate change as an individual — and it might not be changing how you are personally getting around. If advocacy is your thing, you could push for more research and development in cleaner aviation, building high-speed rail systems, or pricing the greenhouse gas emissions of dirty fuels. “That’s the first thing that I think I would be focused on, as opposed to things that would necessarily discourage air travel,” Thompson said. Voting for leaders who make fighting climate change a priority would also help.

If you end up on a booking site, think about why you’re flying and if your flight could be replaced with a video call.

Next, consider what method of travel has the smallest impact on the world, within your budget and time constraints. If you are hoping to come up with a numerical threshold, be aware that the math can get tricky. Online carbon footprint calculators can help.

And if you do choose to fly and feel shame about it, well, it can be a good thing. “I think it’s actually appropriate to have some sense of either grieving or at least concern about the loss you experience that way,” Thompson said. Thinking carefully about the trade-offs you’re making can push you toward many actions that are more beneficial for the climate, whether that’s flying less, offsetting emissions, or advocating for more aggressive climate policies.

Nonetheless, shame is not a great feeling, and it’s hard to convince people they need more of it. But Rosén says forgoing flying is a point of pride, and she’s optimistic that the movement to stay grounded will continue to take off.”
climatechange  travel  carbonemissions  2019  gretathunberg  sweden  flight  airplanes  aviation  flygskam  guilt  shame  activism  sustainability  globalwarming  majarosén  arctic  norway  germany  science  scientists  carbonoffsets  offsets  electrofuels  carbonfootprint  kimcobb  academia  susanmichie  russpoldrack  highered  education  highereducation  flying  flyingshame  flightshame  emissions  airlines  climate 
7 weeks ago by robertogreco
If Seeing the World Helps Ruin It, Should We Stay Home? - The New York Times
"In the age of global warming, traveling — by plane, boat or car — is a fraught choice. And yet the world beckons."



"The glaciers are melting, the coral reefs are dying, Miami Beach is slowly going under.

Quick, says a voice in your head, go see them before they disappear! You are evil, says another voice. For you are hastening their destruction.

To a lot of people who like to travel, these are morally bewildering times. Something that seemed like pure escape and adventure has become double-edged, harmful, the epitome of selfish consumption. Going someplace far away, we now know, is the biggest single action a private citizen can take to worsen climate change. One seat on a flight from New York to Los Angeles effectively adds months worth of human-generated carbon emissions to the atmosphere.

And yet we fly more and more.

The number of airline passengers worldwide has more than doubled since 2003, and unlike with some other pollution sources, there’s not a ton that can be done right now to make flying significantly greener — electrified jets are not coming to an airport near you anytime soon.

Still, we wonder: How much is that one vacation really hurting anyone, or anything?

It is hard to think about climate change in relation to our own behavior. We are small, our effects are microscopically incremental and we mean no harm. The effects of climate change are inconceivably enormous and awful — and for the most part still unrealized. You can’t see the face of the unnamed future person whose coastal village you will have helped submerge.

But it turns out there are ways to quantify your impact on the planet, at least roughly. In 2016, two climatologists published a paper in the prestigious journal Science showing a direct relationship between carbon emissions and the melting of Arctic sea ice.

32 = The square feet of Arctic summer sea ice cover that one passenger’s share of emissions melts on a 2,500-mile flight.

Each additional metric ton of carbon dioxide or its equivalent — your share of the emissions on a cross-country flight one-way from New York to Los Angeles — shrinks the summer sea ice cover by 3 square meters, or 32 square feet, the authors, Dirk Notz and Julienne Stroeve, found.

In February, my family of three flew from New York to Miami for what seemed like a pretty modest winter vacation. An online carbon calculator tells me that our seats generated the equivalent of 2.4 metric tons of carbon dioxide.

Throw in another quarter-ton for the 600 miles of driving we squeezed in and a bit for the snorkeling trip and the heated pool at the funky trailer-park Airbnb, and the bill comes to about 90 square feet of Arctic ice, an area about the size of a pickup truck.

When I did that calculation, I pictured myself standing on a pickup-truck-sized sheet of ice as it broke apart and plunged me into frigid waters. A polar bear glared hungrily at me.

Calculating the harm

And what of my vacation’s impact on my fellow man? Actually, academics have attempted to calculate that, too. Philosophers, not climatologists. But still.

In 2005, a Dartmouth professor, Walter Sinnott-Armstrong, wrote in a journal article provocatively titled “It’s Not My Fault: Global Warming and Individual Moral Obligations” that he was under no moral obligation to refrain from taking a gas-guzzling S.U.V. for a Sunday afternoon joy ride if he felt like doing so.

“No storms or floods or droughts or heat waves can be traced to my individual act of driving,” he wrote. Conversely, “If I refrain from driving for fun on this one Sunday, there is no individual who will be helped in the least.”

Other philosophers questioned his reasoning.

Professor John Nolt of the University of Tennessee took a stab at measuring the damage done by one average American’s lifetime emissions. (The average American generates about 16 metric tons of carbon dioxide-equivalent a year, more than triple the global average.)

Noting that carbon stays in the atmosphere for centuries, at least, and that a United Nations panel found in 2007 that climate change is “likely to adversely affect hundreds of millions of people through increased coastal flooding, reductions in water supplies, increased malnutrition and increased health impacts” in the next 100 years, Professor Nolt did a lot of division and multiplication and arrived at a stark conclusion:

“The average American causes through his/her greenhouse gas emissions the serious suffering and/or deaths of two future people.”

Then Avram Hiller of Portland State University used Professor Nolt’s approach to derive the impact of Professor Sinnott-Armstrong’s hypothetical 25-mile ride.

“At a ratio of one life’s causal activities per one life’s detrimental effects, it causes the equivalent of a quarter of a day’s severe harm,” he wrote.

“In other words, going for a Sunday drive has the expected effect of ruining someone’s afternoon.”

Multiply that joy ride by a three-person Florida vacation and you’ve ruined someone’s month. Something to ponder while soaking up UV-drenched rays on a tropical beach.

Ships? Even worse

There are alternatives to flying, of course. Perhaps a cruise? After all, there’s more ocean than there’s been in thousands of years. With the Northwest Passage now mostly ice-free in the summer, new vistas have opened. One cruise company runs polar bear tours to check out “the Arctic’s ‘poster boy.’”

Perhaps not. Bryan Comer, a researcher at the International Council on Clean Transportation, a nonprofit research group, told me that even the most efficient cruise ships emit 3 to 4 times more carbon dioxide per passenger-mile than a jet.

And that’s just greenhouse gas. Last year, an assistant professor at the Johns Hopkins Bloomberg School of Public Health found that the air onboard cruise ships was many times dirtier than the air nearby onshore.

3x to 4x = The amount of carbon dioxide the most efficient cruise ship emits per passenger mile when compared with a jet.

“Some of the particulate counts were comparable to or worse than a bad day in some of the world’s most polluted cities like Beijing and Santiago,” said Kendra Ulrich of Stand.earth, the advocacy group that commissioned the study.

While most cruise ships run on highly polluting heavy fuel oil, many have begun using “scrubbers” to remove toxic sulfur oxides from their exhaust. But the scrubbers discharge these and other pollutants into the ocean instead, and they’ve been banned by seven countries and several U.S. states.

A spokeswoman for Cruise Lines International Association, a trade group, said that the scrubbers comply with the new 2020 standards for air and water quality set by the International Maritime Organization, a U.N. agency. The spokeswoman, Megan King, added that it was not fair to compare emissions from ships and jets because a jet is just a transportation vehicle while a cruise ship is a floating resort and amusement park.

There’s always driving, which is less carbon intensive than flying, especially if there are multiple passengers. But “less” is relative, and most long trips are out of practical driving range anyway.

Considering carbon offsets

Maybe there is a justification out there somewhere: Personal decisions alone won’t stop global warming — that will take policy changes by governments on a worldwide scale. Tourism creates millions of jobs in places starved for economic development. Carbon offsets can effectively cancel out our footprint, can’t they?

Carbon offsets do seem to offer the most direct way to assuage traveler’s guilt. In theory, they magically expiate your sins. You give a broker some money (not a lot of money either — carbon offsets can be bought for $10 per metric ton). They give it to someone to plant trees, or capture the methane from a landfill or a cattle operation, or help build a wind farm, or subsidize clean cookstoves for people in the developing world who cook on open fires. All these things help cut greenhouse gas.

But nothing is that simple in practice. Carbon-offset people talk about concerns with things called additionality, leakage and permanence.

Additionality: How do you know the utility would not have built the wind farm but for the money you gave them?

Permanence: How do you know the timber company that planted those trees won’t just cut them down in a few years?

Leakage: How do you know the landowner you just paid not to cut down an acre of rain forest won’t use the money to buy a different acre and clear that?

While certifying organizations go to great lengths to verify carbon offset projects, verification has limits.

“Whether someone would have planted trees anyway, or taken some other action like building a housing development, is ultimately unknowable and something you have to construct,” said Peter Miller, a policy director for the Natural Resources Defense Council and a board member of the Climate Action Reserve, the country’s biggest carbon offset registry. “It’s an endless debate.”

Some carbon offsets are surer bets than others. “With methane capture,” Mr. Miller said, “once you capture that methane and you burn it — you’re done. It’s not in the atmosphere, it’s not going in the atmosphere. You’ve got a credit that’s achieved and you’ve avoided those emissions forever.”

Not flying at all would be better, Mr. Miller said, “but the reality is that there’s lots of folks that are going to do what they’re going to do.” For them, offsets are a lot better than nothing.

But some climate experts call offsets a cop-out.

“It’s like paying someone else to diet for you,” said Alice Larkin of the University of Manchester’s Tyndall Centre for Climate Change Research, who has not flown since 2008.

She said that while governments do need to take tough action, they derive their courage to do so from the … [more]
flight  flights  travel  climatechange  globalwarming  2019  andynewman  emissions  carbonemissions  offets  carbonoffsets  flying  leakage  permanence  additionality  ayramhiller  johnnolt  waltersinnott-armstrong  dirknotz  juliennestroeve  flightshame  flyingshame  flygskam  aviation  airlines  climate  airplanes  carbonfootprint 
june 2019 by robertogreco
Why The US Has No High-Speed Rail - YouTube
"China has the world’s fastest and largest high-speed rail network — more than 19,000 miles, the vast majority of which was built in the past decade.

Japan’s bullet trains can reach nearly 200 miles per hour and date to the 1960s. They have moved more than 9 billion people without a single passenger causality. casualty

France began service of the high-speed TGV train in 1981 and the rest of Europe quickly followed.

But the U.S. has no true high-speed trains, aside from sections of Amtrak’s Acela line in the Northeast Corridor. The Acela can reach 150 mph for only 34 miles of its 457-mile span. Its average speed between New York and Boston is about 65 mph.

California’s high-speed rail system is under construction, but whether it will ever get completed as intended is uncertain.

Watch the video to see why the U.S. continues to fail with high-speed trains, and some companies that are trying to fix that."
rails  trains  us  history  transportation  highspeedrail  2019  cars  lobbying  aviation  politics  policy  airlines  ideology  infrastructure  highspeed  rail 
may 2019 by robertogreco
Greta Thunberg full speech at UN Climate Change COP24 Conference - YouTube
[See also:
https://grist.org/article/call-the-cops-this-swedish-teenager-just-wrecked-u-n-climate-negotiators/
https://www.cnn.com/2018/12/16/world/greta-thunberg-cop24/index.html ]

"15 year old activist Greta Thunberg speaks truth to power at the UN COP24 climate talks:

"My name is Greta Thunberg. I am 15 years old. I am from Sweden.

I speak on behalf of Climate Justice Now.

Many people say that Sweden is just a small country and it doesn't matter what we do.

But I've learned you are never too small to make a difference.

And if a few children can get headlines all over the world just by not going to school, then imagine what we could all do together if we really wanted to. But to do that, we have to speak clearly, no matter how uncomfortable that may be.

You only speak of green eternal economic growth because you are too scared of being unpopular. You only talk about moving forward with the same bad ideas that got us into this mess, even when the only sensible thing to do is pull the emergency brake.

You are not mature enough to tell it like is. Even that burden you leave to us children. But I don't care about being popular. I care about climate justice and the living planet.

Our civilization is being sacrificed for the opportunity of a very small number of people to continue making enormous amounts of money.

Our biosphere is being sacrificed so that rich people in countries like mine can live in luxury. It is the sufferings of the many which pay for the luxuries of the few.

The year 2078, I will celebrate my 75th birthday. If I have children maybe they will spend that day with me. Maybe they will ask me about you. Maybe they will ask why you didn't do anything while there still was time to act.

You say you love your children above all else, and yet you are stealing their future in front of their very eyes.

Until you start focusing on what needs to be done rather than what is politically possible, there is no hope. We cannot solve a crisis without treating it as a crisis.

We need to keep the fossil fuels in the ground, and we need to focus on equity. And if solutions within the system are so impossible to find, maybe we should change the system itself.

We have not come here to beg world leaders to care. You have ignored us in the past and you will ignore us again.

We have run out of excuses and we are running out of time.

We have come here to let you know that change is coming, whether you like it or not. The real power belongs to the people.

Thank you.""
gretathunberg  climatechange  2018  sustainability  youth  sweden  change  globalarming  activism  civilization  crisis  flight  action  money  corruption  anthropocene  goodancestors  resistance  science  climatescience  hope  flightshame  flyingshame  flygskam  travel  aviation  carbonemissions  emissions  airlines  climate  airplanes  carbonfootprint 
december 2018 by robertogreco
School strike for climate - save the world by changing the rules | Greta Thunberg | TEDxStockholm - YouTube
"Greta Thunberg realized at a young age the lapse in what several climate experts were saying and in the actions that were being taken in society. The difference was so drastic in her opinion that she decided to take matters into her own hands. Greta is a 15-year-old Stockholm native who lives at home with her parents and sister Beata. She’s a 9th grader in Stockholm who enjoys spending her spare time riding Icelandic horses, spending time with her families two dogs, Moses and Roxy. She love animals and has a passion for books and science. At a young age, she became interested in the environment and convinced her family to adopt a sustainable lifestyle. This talk was given at a TEDx event using the TED conference format but independently organized by a local community."
gretathunberg  climatechange  2018  sustainability  youth  autism  aspergers  sweden  change  globalarming  activism  extinction  massextinction  equity  climatejustice  inequality  infrastructure  interconnected  crisis  flight  action  money  corruption  anthropocene  goodancestors  resistance  science  climatescience  hope  flightshame  flyingshame  flygskam  travel  aviation  carbonemissions  emissions  airlines  climate  airplanes  carbonfootprint 
december 2018 by robertogreco
Why the Economic Fates of America’s Cities Diverged - The Atlantic
"What accounts for these anomalous and unpredicted trends? The first explanation many people cite is the decline of the Rust Belt, and certainly that played a role."



"Another conventional explanation is that the decline of Heartland cities reflects the growing importance of high-end services and rarified consumption."



"Another explanation for the increase in regional inequality is that it reflects the growing demand for “innovation.” A prominent example of this line of thinking comes from the Berkeley economist Enrico Moretti, whose 2012 book, The New Geography of Jobs, explains the increase in regional inequality as the result of two new supposed mega-trends: markets offering far higher rewards to “innovation,” and innovative people increasingly needing and preferring each other’s company."



"What, then, is the missing piece? A major factor that has not received sufficient attention is the role of public policy. Throughout most of the country’s history, American government at all levels has pursued policies designed to preserve local control of businesses and to check the tendency of a few dominant cities to monopolize power over the rest of the country. These efforts moved to the federal level beginning in the late 19th century and reached a climax of enforcement in the 1960s and ’70s. Yet starting shortly thereafter, each of these policy levers were flipped, one after the other, in the opposite direction, usually in the guise of “deregulation.” Understanding this history, largely forgotten today, is essential to turning the problem of inequality around.

Starting with the country’s founding, government policy worked to ensure that specific towns, cities, and regions would not gain an unwarranted competitive advantage. The very structure of the U.S. Senate reflects a compromise among the Founders meant to balance the power of densely and sparsely populated states. Similarly, the Founders, understanding that private enterprise would not by itself provide broadly distributed postal service (because of the high cost of delivering mail to smaller towns and far-flung cities), wrote into the Constitution that a government monopoly would take on the challenge of providing the necessary cross-subsidization.

Throughout most of the 19th century and much of the 20th, generations of Americans similarly struggled with how to keep railroads from engaging in price discrimination against specific areas or otherwise favoring one town or region over another. Many states set up their own bureaucracies to regulate railroad fares—“to the end,” as the head of the Texas Railroad Commission put it, “that our producers, manufacturers, and merchants may be placed on an equal footing with their rivals in other states.” In 1887, the federal government took over the task of regulating railroad rates with the creation of the Interstate Commerce Commission. Railroads came to be regulated much as telegraph, telephone, and power companies would be—as natural monopolies that were allowed to remain in private hands and earn a profit, but only if they did not engage in pricing or service patterns that would add significantly to the competitive advantage of some regions over others.

Passage of the Sherman Antitrust Act in 1890 was another watershed moment in the use of public policy to limit regional inequality. The antitrust movement that sprung up during the Populist and Progressive era was very much about checking regional concentrations of wealth and power. Across the Midwest, hard-pressed farmers formed the “Granger” movement and demanded protection from eastern monopolists controlling railroads, wholesale-grain distribution, and the country’s manufacturing base. The South in this era was also, in the words of the historian C. Vann Woodward, in a “revolt against the East” and its attempts to impose a “colonial economy.”"



"By the 1960s, antitrust enforcement grew to proportions never seen before, while at the same time the broad middle class grew and prospered, overall levels of inequality fell dramatically, and midsize metro areas across the South, the Midwest, and the West Coast achieved a standard of living that converged with that of America’s historically richest cites in the East. Of course, antitrust was not the only cause of the increase in regional equality, but it played a much larger role than most people realize today.

To get a flavor of how thoroughly the federal government managed competition throughout the economy in the 1960s, consider the case of Brown Shoe Co., Inc. v. United States, in which the Supreme Court blocked a merger that would have given a single distributor a mere 2 percent share of the national shoe market.

Writing for the majority, Supreme Court Chief Justice Earl Warren explained that the Court was following a clear and long-established desire by Congress to keep many forms of business small and local: “We cannot fail to recognize Congress’ desire to promote competition through the protection of viable, small, locally owned business. Congress appreciated that occasional higher costs and prices might result from the maintenance of fragmented industries and markets. It resolved these competing considerations in favor of decentralization. We must give effect to that decision.”

In 1964, the historian and public intellectual Richard Hofstadter would observe that an “antitrust movement” no longer existed, but only because regulators were managing competition with such effectiveness that monopoly no longer appeared to be a realistic threat. “Today, anybody who knows anything about the conduct of American business,” Hofstadter observed, “knows that the managers of the large corporations do their business with one eye constantly cast over their shoulders at the antitrust division.”

In 1966, the Supreme Court blocked a merger of two supermarket chains in Los Angeles that, had they been allowed to combine, would have controlled just 7.5 percent of the local market. (Today, by contrast there are nearly 40 metro areas in the U.S where Walmart controls half or more of all grocery sales.) Writing for the majority, Justice Harry Blackmun noted the long opposition of Congress and the Court to business combinations that restrained competition “by driving out of business the small dealers and worthy men.”

During this era, other policy levers, large and small, were also pulled in the same direction—such as bank regulation, for example. Since the Great Recession, America has relearned the history of how New Deal legislation such as the Glass-Steagall Act served to contain the risks of financial contagion. Less well remembered is how New Deal-era and subsequent banking regulation long served to contain the growth of banks that were “too big to fail” by pushing power in the banking system out to the hinterland. Into the early 1990s, federal laws severely limited banks headquartered in one state from setting up branches in any other state. State and federal law fostered a dense web of small-scale community banks and locally operated thrifts and credit unions.

Meanwhile, bank mergers, along with mergers of all kinds, faced tough regulatory barriers that included close scrutiny of their effects on the social fabric and political economy of local communities. Lawmakers realized that levels of civic engagement and community trust tended to decline in towns that came under the control of outside ownership, and they resolved not to let that happen in their time.

In other realms, too, federal policy during the New Deal and for several decades afterward pushed strongly to spread regional equality. For example, New Deal programs such as the Tennessee Valley Authority, the Bonneville Power Administration, and the Rural Electrification Administration dramatically improved the infrastructure of the South and West. During and after World War II, federal spending on the military and the space program also tilted heavily in the Sunbelt’s favor.

The government’s role in regulating prices and levels of service in transportation was also a huge factor in promoting regional equality. In 1952, the Interstate Commerce Commission ordered a 10-percent reduction in railroad freight rates for southern shippers, a political decision that played a substantial role in enabling the South’s economic ascent after the war. The ICC and state governments also ordered railroads to run money-losing long-distance and commuter passenger trains to ensure that far-flung towns and villages remained connected to the national economy.

Into the 1970s, the ICC also closely regulated trucking routes and prices so they did not tilt in favor of any one region. Similarly, the Civil Aeronautics Board made sure that passengers flying to and from small and midsize cities paid roughly the same price per mile as those flying to and from the largest cities. It also required airlines to offer service to less populous areas even when such routes were unprofitable.

Meanwhile, massive public investments in the interstate-highway system and other arterial roads added enormously to regional equality. First, it vastly increased the connectivity of rural areas to major population centers. Second, it facilitated the growth of reasonably priced suburban housing around high-wage metro areas such as New York and Los Angeles, thus making it much more possible than it is now for working-class people to move to or remain in those areas.

Beginning in the late 1970s, however, nearly all the policy levers that had been used to push for greater regional income equality suddenly reversed direction. The first major changes came during Jimmy Carter’s administration. Fearful of inflation, and under the spell of policy entrepreneurs such as Alfred Kahn, Carter signed the Airline Deregulation Act in 1978. This abolished the Civil Aeronautics Board, which had worked to offer rough regional parity in airfares and levels of service since 1938… [more]
us  cities  policy  economics  history  inequality  via:robinsonmeyer  2016  philliplongman  regulation  deregulation  capitalism  trusts  antitrustlaw  mergers  competition  markets  banks  finance  ronaldreagan  corporatization  intellectualproperty  patents  law  legal  equality  politics  government  rentseeking  innovation  acquisitions  antitrustenforcement  income  detroit  nyc  siliconvalley  technology  banking  peterganong  danielshoag  1950s  1960s  1970s  1980s  1990s  greatdepression  horacegreely  chicago  denver  cleveland  seattle  atlanta  houston  saltlakecity  stlouis  enricomoretti  shermanantitrustact  1890  cvannwoodward  woodrowwilson  1912  claytonantitrustact  louisbrandeis  federalreserve  minneapolis  kansascity  robinson-patmanact  1920s  1930s  miller-tydingsact  fdr  celler-kefauveract  emanuelceller  huberhumphrey  earlwarren  richardhofstadter  harryblackmun  newdeal  interstatecommercecommission  jimmycarter  alfredkahn  airlinederegulationact  1978  memphis  cincinnati  losangeles  airlines  transportation  rail  railroads  1980  texas  florida  1976  amazon  walmart  r 
march 2016 by robertogreco
Flickr: Transport Timetables and Ticket SCANS.
"A group for people interested in railroad, bus and airline timetables and tickets. Extracts from historic and current schedules from North America, Australia and worldwide. Discuss urban and long distance rail and bus timetables. Shipping and ferry timetables are included.

SCANS of transport tickets and timetables are sort. Please do NOT post photos of people holding a ticket or timetable."
masstransit  publictransit  transit  transportation  tickets  flickr  airlines  global  world  australia  us  canada  northamerica  schedules  rail  trains  buses  timetables 
may 2012 by robertogreco
Geography of Twitter networks 10.1016 | ScienceDirect.com
"Based on a large sample of publicly available Twitter data, our study shows that a substantial share of ties lies within the same metropolitan region, and that between regional clusters, distance, national borders and language differences all predict Twitter ties. We find that the frequency of airline flights between the two parties is the best predictor of Twitter ties. This highlights the importance of looking at pre-existing ties between places and people."
geography  twitter  airlines  communication  network  socialnetwork  people  via:blech 
february 2012 by robertogreco
Matrix 2 - Search
"Find the best flight deals with Matrix

Matrix is where we'll showcase some of the freshest travel search ideas from ITA Software. We’re constantly updating it, so let us know what you think. If you prefer, you can still access the original version.

Here are just a few of our innovative shopping features — try them for yourself.

* Geo Search – search by airport code, city, or nearby airport selector
* Event Finder – plan your trip with a listing of events and things to do
* Interactive Calendar – explore date ranges and find the lowest fares
* Real-time Filters – focus on flights that suit your preferences
* Color-coded Time Bars – compare flights at a glance"
airlines  airfare  flights  matrix  shopping  comparison  travel  aggregator  iphone  applications  ios 
august 2010 by robertogreco
Airspace Rebooted on Vimeo
"A visualisation of the northern European airspace returning to use after being closed due to volcanic ash. Due to varying ash density across Europe, the first flights can be seen in some areas on the 18th and by the 20th everywhere is open.

The flight data is courtesy of flightradar24.com and covers a large fraction of Europe. There are a few gaps (most noticeably France) and no coverage over the Atlantic, but the picture is still clear.

The map data is CC-by-SA openstreetmap.org and contributors."
2010  airlines  airplanes  transportation  traffic  openstreetmap  osm  visualization  iceland  europe  animation 
april 2010 by robertogreco
BBC News - Today - A world without planes
"Whatever the advantages of plentiful and convenient air travel, we may curse it for being too easy, too unnoticeable - and thereby for subverting our sincere attempts at changing ourselves through our journeys.

How we would admire planes if they were no longer there to frighten and bore us. We would stroke their steel dolphin-like bodies in museums and honour them as symbols of a daunting technical intelligence and a prodigious wealth.

We would admire them like small boys do, and adults no longer dare, for fear of seeming uncynical and unvigilant towards their crimes against our world."
alaindebotton  flight  airplanes  airlines  travel  2010  wonder  future  cynicism  convenience  planes  sustainability  transport  flying  aviation  iceland  futurism  air 
april 2010 by robertogreco
Booking a Flight the Frugal Way - Frugal Traveler Blog - NYTimes.com
"Today, however, booking a flight is a total mess. Travelocity and Expedia have been joined by Bing and Orbitz and Dohop and Vayama and CheapTickets and CheapOair and Kayak and SideStep and Mobissimo and and and … I could go on and list every single Web site out there, but I won’t. There are just too many. Instead, I’ll lead you through the steps I make when I’m booking a flight myself.
travel  flights  howto  tutorial  reference  money  advice  tips  shopping  bargains  flying  airfare  airlines  budget  lifehacks  cheap  tools  onlinetoolkit 
february 2010 by robertogreco
Is aviation security mostly for show? - CNN.com
"There's a difference between accepting the inherent risk that comes with a free and open society, and hyping the threats.
society  politics  security  bruceschneier  psychology  transportation  airlines  aviation  travel  us  policy  terrorism 
december 2009 by robertogreco
FiveThirtyEight: Politics Done Right: The Odds of Airborne Terror
"the odds of being on given departure which is the subject of a terrorist incident have been 1 in 10,408,947 over the past decade. By contrast, the odds of being struck by lightning in a given year are about 1 in 500,000. This means that you could board 20 flights per year and still be less likely to be the subject of an attempted terrorist attack than to be struck by lightning."
politics  flight  travel  transportation  airlines  airplanes  terrorism  statistics  math  2009  security  risk  fear  tsa 
december 2009 by robertogreco
In One Man's Garage, Pan Am Still Makes the Going Great - WSJ.com
"Fliers nostalgic for the golden era of air travel might want to book a trip to Anthony Toth's garage.
panam  nostalgia  flight  airlines  history  obsession  travel  collections 
october 2009 by robertogreco
LAX parking lot is home away from home for airline workers - Los Angeles Times
"Buffeted by their industry's turbulence, airline employees save money by living part time in a motor home colony at LAX. ... Lancaster's 2001 Tradewinds sits among 100 trailers and motor homes that form a colony of pilots, mechanics and other airline workers at LAX, the third-busiest airport in the nation. They are citizens of one of the most unusual communities in the United States.

Their turf, just east of the Proud Bird restaurant off Aviation Boulevard, is less than 3,500 feet from the south runway. It is a drab expanse of crumbling gray asphalt, approach lights, chain-link fencing and rows of beige and white RVs -- some battered, others grand. A splash of color comes from the red and white blooms of about a dozen rose bushes along the colony's northern edge.

Many of the residents are separated from spouses, children and significant others for days -- even weeks -- at a time in order to keep their jobs or move up the pyramid of the airline industry."
losangeles  lax  airports  work  neo-nomads  nomads  motorhomes  airlines  via:regine 
july 2009 by robertogreco
Globalization death watch, Part I | Gristmill: The environmental news blog | Grist
"The current transportation infrastructure is based on cars, trucks, airplanes, and cargo ships, which together consume about 70 percent of the gasoline used in the United States. While the greatest focus has been on cars, trucking and airline companies are facing collapse."

[see Bruce Sterling commentary at: http://blog.wired.com/sterling/2008/08/globalization-d.html ]
future  economics  transportation  green  global  local  localism  globalization  oil  deglobalization  culture  politics  futurism  gamechanging  travel  airlines  shipping  peakoil  energy 
august 2008 by robertogreco
Globalization death watch | Beyond the Beyond from Wired.com
"Globalization was built on cheap oil. As that era draws to a close, so will the current phase of global integration, whether Thomas Friedman, Wal-Mart, and all those involved in intercontinental trade like it or not."..."(((It's gonna be an amazing world if you have to grow your own food next door, and you commute to work on a bicycle, but your best friends are still Long Tail anime fanatics from Buenos Aires that you met on Facebook.)))"

[quotes and points to: http://gristmill.grist.org/story/2008/6/2/83853/49947 ]
culture  politics  economics  transportation  green  global  futurism  brucesterling  future  local  gamechanging  travel  airlines  shipping  oil  peakoil  energy  globalization  deglobalization 
august 2008 by robertogreco
iPhone Apps We Love: Pageonce Is Our Cheap Personal Assistant
"Lifehacker covered the web version of PageOnce already, but think of it is as a web portal that displays all your various utility, credit card and shopping accounts in one page for easy glance-ability. This is the exact same thing, except on your iPhone.
applications  iphone  finance  airlines  ios 
july 2008 by robertogreco
Airline Emissions: Even Worse Than You Think | Autopia from Wired.com
"recently disclosed report finds that airlines are spewing 20% more carbon dioxide into environment than previously estimated...amount could hit 1.5 billion tons a year by 2025...far more than even worst-case predictions laid out by the International Pane
emissions  carbon  environment  airlines  flight  sustainability  travel 
may 2008 by robertogreco
I am Back in Austin, No Thanks to the FAA and American Airlines | Beyond the Beyond from Wired.com
"Does Al Qaeda need to exist any more? American government and corporations will now cheerily scare, oppress and disrupt the American civil populace all by themselves."
brucesterling  airlines  government  terrorism  fear  us  travel  corporations  politics 
april 2008 by robertogreco
Stranded at the airport? Don’t forget Rule 240 - TODAY: Travel - MSNBC.com
"Rule 240 — which states that in the event of any flight delay or cancellation caused by anything other than weather, the airline would fly me on the next available flight — not their next available flight, which might not leave for another 24 hours."
airlines  airports  travel  weather  flying  flights  rule240 
january 2008 by robertogreco
The Airport Security Follies - Jet Lagged - Air Travel - Opinion - New York Times Blog
"Unfortunately, at concourse checkpoints all across America, the madness of passenger screening continues in plain view. It began with pat-downs and the senseless confiscation of pointy objects. Then came the mandatory shoe removal, followed in the summer
flying  travel  terrorism  fear  security  politics  airlines 
december 2007 by robertogreco
Kevin Kelly -- The Technium: Technology Wants To Be Free
"Over time the cost per fixed technological function will decrease. If that function persists long enough its costs begin to approach (but never reach) zero. In the goodness of time any particular technological function will exist as if it were free."
kevinkelly  future  technology  economics  resources  money  internet  electronics  business  manufacturing  technium  flying  airlines  culture 
november 2007 by robertogreco
We Love to Fly and It Shows: Inside the World of Mileage Running
"Mileage runners are the high-tech nomadic wanderers of the air. Predominantly male, generally obsessed with flying and miles, and typically employed in white-collar careers that involve significant business travel, they scour the web for cheap flights, p
airlines  airplanes  aviation  flights  mileage  travel  howto  tutorials 
july 2007 by robertogreco
Marketplace: A better brand of business travel
"Commentator Lucy Kellaway suggests opening a new virtual airline where business travelers could get all the benefits of flying without the hassles."
travel  continuouspartialattention  multitasking  work  business  interruptions  society  focus  airlines  flights 
march 2007 by robertogreco

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