air transport workers

By Njigina - Safe Landing, August 8, 2023

By Siri Chilukuri - Grist, July 25, 2023

Climate change is creating dangerously hot conditions for construction workers, mail carriers, delivery drivers, airline workers, farmworkers, and more. Conditions that were previously uncomfortable are now unbearable, and the failure of companies — along with some state governments — to catch up to the new normal of heat has had deadly consequences. 

U.S. heat-related fatalities have increased in recent years, according to an NPR analysis of Bureau of Labor Statistics data that found the three-year average of worker heat deaths has doubled since the early 1990s. In the decade spanning 2011 to 2021, heat killed more than 436 people on the job. 

The myriad of factors that influence how heat is actually felt can be difficult to pin down, but a metric known as the heat index — which combines temperature and humidity — can get close. Last week’s heat index figures were eye-popping, reaching 119 degrees Fahrenheit in Corpus Christi, Texas, and 113 F in both Phoenix and Baton Rouge, Louisiana. 

“The heat index is what really worries me,” said Tevita ’Uhatafe, a former airlines-operation worker who’s now the vice president of the Texas chapter of the AFL-CIO union. “Because that’s what we’re actually dealing with when we’re working outside.” 

Airline-operations positions often mean working outdoors with limited shade. Plus, being surrounded by the sheet metal of airplanes and the concrete of the tarmac can make it even hotter during periods of extreme heat. Concrete, for example, can actually contribute to rising temperatures. 

By mid-century, a quarter of Americans will experience heat index temperatures above 125 F for at least one day a year, according to a statistical model by the nonprofit First Street Foundation. Areas surrounding the Texas-Mexico border will experience temperatures above 100 F for more than a third of the year. In addition, researchers from the Union of Concerned Scientists and the University of California Merced found that outdoor workers stand to lose more than $39.3 billion in income annually by the middle of the century from reduced hours due to heat risk. 

By Alex Chapman - New Economics Foundation, July 17, 2023

The environmental downsides of growth in flight numbers are significant. The sector has no short-term technological solution to its greenhouse gas emissions; over the medium to long term, much uncertainty remains as to the pace of emissions reduction achievable. All scenarios published by stakeholders such as the Climate Change Committee, the Department for Transport (DfT), and air transport sector bodies, suggest that future air traffic growth would necessitate the use of costly, and unproven, carbon capture technologies.

Despite these risks, the government continues to provide conditional support to air capacity growth on the (often tacit) basis that the economic upsides outweigh the negative impacts and future risks. But, the economic assumptions that underpin this position favouring growth are dated and have not been reviewed for some years. Given the urgent and sizeable nature of the climate risk, it is imperative that the evidence, and relative balance, of the economic and environmental impacts of air transport growth are kept up to date and under constant review.

This report shows that since the government’s last comprehensive review of the economic impacts of air transport in 2012, trends in the British air transport sector have changed dramatically. Contrary to expectations, growth in business passenger numbers has effectively ceased and new passengers now derive exclusively from the leisure market. In particular, passenger growth has been driven by wealthy British residents rather than foreign tourists or those on lower incomes. Early evidence suggests the pandemic has accelerated this trend. This report reviews the current evidence on the impact of air transport growth across four core economic domains: welfare, jobs and wages, tourism, and wider facets of economic growth, business productivity, and trade.

Download a copy of this publication here (PDF).

By Tahir Latif, et. al. - Public and Commercial Services Union, July 2023

PCS has always argued that protecting the long term job security of our members in aviation means recognising the impact of flying on the environment, and vice versa.

Technical fixes – new fuels, better engines, more efficient aircraft – will help but not solve the challenge of climate change. To meet the UK’s climate targets will involve managing down.

As a trade union we want to ensure a reduction in flying does not lead to an accompanying loss of jobs but to a planned transition of workers to the jobs required in a greener aviation industry that is part of a broader integrated transport system, owned by and run for the public, and that meets its climate commitments.

Download a copy of this publication here (PDF).

By Finlay Asher - Safe Landing, May 4, 2023

Finlay Asher of Safe Landing gave this talk on 4th May 2023 as part of the "Aero Lectures" series organised by the HAW University in Hamburg in cooperation with DGLR, Royal Aeronautical Society (RAeS), ZAL and VDI. He covered the need for aviation decarbonisation, the issues with various technological and policy options, what Safe Landing's positive view of the future for air travel is, and how we think we can achieve it (worker-led movements and Aviation Workers' Assemblies.)

By Finlay Asher - Extinction Rebellion Trade Unions, May 10, 2023

By Kenny Stancil - Common Dreams, May 1, 2023

A new analysis catalogs alarming facts about the destructive private jet industry, which is emblematic of runaway economic and carbon inequality.

Research published Monday details how the working class is paying the price, in more ways than one, for the "jet-owning oligarchy" to hop around the globe in their personal luxury planes.

It's well-established that private jet travel by the super-rich is worsening the fossil fuel-driven climate crisis. Adding insult to injury, this conspicuously carbon-intensive consumption is being subsidized by ordinary taxpayers, as the Institute for Policy Studies (IPS) and Patriotic Millionaires make clear in their new analysis.

Entitled High Flyers 2023: How Ultra-Rich Private Jet Travel Costs the Rest of Us and Burns Up Our Planet, the report catalogs alarming facts about the private jet industry and makes recommendations about how to rein in this potent symbol and manifestation of escalating inequality.

To begin with, "private jets emit at least 10 times more pollutants than commercial planes per passenger," the report notes. "Unsurprisingly, approximately 1% of people are believed to be responsible for about half of all aviation carbon emissions."

Amid a surge in wealth inequality since the start of the Covid-19 pandemic, "private jet use has increased by about a fifth, and private jet emissions have increased more than 23%," the report points out. "The private jet sector set industry records with regards to transaction and dollar volume in 2021 and 2022."

While a coronavirus-era boom is evident, the industry has been growing steadily alongside wealth inequality since the turn of the century. As the report states: "The size of the global fleet has increased 133% in the last two decades from 9,895 in 2000 to 23,133 in mid-2022. This bonanza was accompanied by an unprecedented number of business jet operations, 5.3 million in 2022."

By various - Safe Landing, March 15, 2023

By staff - Safe Landing, January 31, 2023

Today, the UK High Court has ruled that the expansion of Bristol Airport will be allowed to go ahead, in the latest twist in a rollercoaster legal campaign featuring tough local opposition and environmental scrutiny.

In 2018, Bristol Airport submitted plans to expand from 10 to 12 million passengers per year. This would result in an extra 23,800 flights, including an extra 4,000 night flights.

After North Somerset Council declared a climate emergency in 2019, planning permission for expanding the airport was refused in February 2020. Later that year, Bristol Airport announced that it would be appealing this decision and requested an inquiry, led by a planning inspector.

Bristol Airport Action Network (BAAN) was formed as a coalition of local groups and individuals working to oppose Bristol Airport’s expansion plans. BAAN became a Rule 6 party and was a significant contributor to the 10-week Public Inquiry which ended in October 2021.

They enlisted Safe Landing Co-Founder, Finlay Asher, to provide expert evidence during the inquiry.

By Jarlath Molloy and Finlay Asher - Green Air News, January 27, 2023

This year begins with a reflective assessment of the aviation sector’s climate credentials and the challenges it faces, write Jarlath Molloy and Finlay Asher, who point out this may not be an easy read for some, as there are many barriers to overcome. The strategy so far has been to stick our heads in the sand and ignore these, they say. Yet there are pathways to a safe landing and the costs of doing something are less than the costs of doing nothing. In this article the authors look to shine a spotlight on aviation’s full climate impact and how the sector alone could put us over the 1.5°C goal of the Paris Agreement. They highlight the common failings of the sector’s hypothetical decarbonisation pathways and propose an alternative to the sectors’ net zero aspirational goals – which will feel radical to industry leaders but are consistent with how other sectors are setting science-based targets.

As a group of scientists, engineers, air traffic controllers, pilots and airline workers, climate change keeps Safe Landing members up at night. We worry about the future and our legacy to our children. Meaningful action and change is frustratingly slow, despite all the warnings about planetary boundaries^[i], tipping points^[ii] and the costs of inaction in response to climate and biodiversity crises. We should have the confidence to critically ask ourselves whether the sector’s environmental practitioners can have any hope in terms of impact, relevance or effectiveness^[iii].

Aviation greenhouse gas (GHG) emissions reached one billion tonnes of CO₂ emissions pre-Covid^[iv] and are expected to pass this again in the near future^[v]. This threshold is also known as a ‘carbon bomb’. But of course the bomb is even bigger because most of the sector has historically refused to recognise its non-CO₂ emissions impact. While it is true this is more complex to measure^[vi], the data and tools exist to assess the full climate impact the aviation sector is responsible for^[vii] and to confidently reduce non-CO₂ emissions.

How did we get here? This problem has been 30 years in the making. Heads of states from around the world agreed the formation of the UNFCCC in 1992 at the Rio Earth Summit and to stabilise GHG emissions in the atmosphere to “prevent dangerous anthropogenic interference with the climate system”. Action on aviation GHG emissions was deferred by giving the problem to ICAO. In 2015 the Paris Agreement refined our collective ambition to limit climate change to 1.5°C this century, with GHG emissions to peak “as soon as possible” and reach net zero by 2050.

It took exactly 30 years from the Earth Summit at Rio for governments (and industry) to set GHG emission targets for the aviation sector, in 2022, but which are still only aspirational^[viii] and fall short of what is required to achieve the Paris Agreement’s 1.5°C temperature goal^[ix]. This was in spite of ICAO commissioning a special report from the UNFCCC on aviation’s climate change impact in 1997^[x] and a slew of scientific studies and research since then on the same topic. Despite its name, ICAO’s flagship initiative known as CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation)^[xi] won’t reduce^[xii] aviation GHG emissions. Instead, it relies on offsets from other sectors to keep carbon emissions from international flights below a 2019 baseline.