The Daily Parker

Two aviation articles this morning. The first, via the Economist's Gulliver blog, examines how checked baggage tags have cut lost luggage down to nearly zero:

In July alone, 53 million passengers boarded domestic flights. Only about one-third of 1 percent reported a mishandled bag. Given the phenomenal scale of American aviation (measured in seats and miles, the U.S. market is three times larger than any other) and our reliance on luggage-juggling hub airports, that’s an excellent result. Even caged birds are treated pretty well by modern air travel (though remarkably, they do get airsick): In July, U.S. airlines lost just one pet.

This success is largely due to the humdrum baggage tag. That random sticky strip you rip off your suitcase when you get home? It’s actually a masterpiece of design and engineering. Absent its many innovations, you’d still be able to jet from Anchorage to Abu Dhabi. But your suitcase would be much less likely to meet you there. (Disclosure: I am a pilot for an airline that’s not mentioned in this article.)

I also had the latest from the Cranky Flier in my RSS feed this morning, about how American Airlines' management is getting PR horribly wrong:

While people might not want to fly American for its lack of reliability, it’s much more of a crisis if people don’t think the airline is safe to fly regardless of whether flights are on time or not. While I personally don’t have huge concerns about flying the airline, I’m not the general public. If I worked at American in PR, this would have me at DEFCON 1, yet the airline has treated this as if it’s just a minor issue.

The most visible of the safety issues has been the seats coming loose on 757s. This is a major issue in that it could easily be believed by the general public to be sabotage or the sign of an airline failing to do proper maintenance. Neither is remotely acceptable. It sounds like American has found a possible reason for the issue and in yet another stupid move is blaming passengers. While this issue has now apparently been fixed, real damage has been done. And now the media is piling on, making things worse.

He goes on to say that the pilots and mechanics have had a little more intelligence behind their PR efforts. I hope, I really hope, that American's executives don't kill the airline before USAirways has a chance to close the merger.

The Chicago Transit Authority replaced two viaducts over Evanston, Ill., streets in June, the fifth and sixth of 17 century-old structures. The Daily Parker watched them replace one back in 2006; in 2012, the CTA took video. Here's Greenleaf Street, replaced on June 11th:

And here's Dempster Street, replaced two weeks later:

It's all part of a plan to rehabilitate the Red and Purple lines that may get finished in my lifetime. (The RPM project, one aspect of the plan, is going forward, soonish.) If only there were a massive source of interest-free money available to fund the project, and millions of unemployed people to hire for it. Oh, wait...

Just two more photos from last weekend in Cincinnati, though to be precise, I took both from Kentucky. I love repurposed obsolete infrastructure, like the New York Highline and the coming Bloomingdale Trail. In Cincinnati, they have the Purple People Bridge, which one imagines used to rain soot and cinders down on what has become, since the bridge was built in 1999, a beautiful riverfront.

Here's the bridge from the Newport, Ky., side:

Closer to Ohio—Kentucky owns the entire river, almost up to the bank—you get this view:

I'll have to go back there, as long as I can explore the city and not the depressing exurbs to the north.

Finally, by the end of 2014 Chicago will have one transit card to rule them all, called Ventra:

The CTA and the Regional Transportation Authority are leading an effort to create an open fare system in which bank-issued cards and universal transit cards will be accepted on CTA, Pace and Metra.

The RTA system faces a 2015 deadline to fully implement an integrated fare system. Part of the challenge is including Metra, which is slowly modernizing its antiquated fare-collection system that still involves conductors punching paper tickets and passes.

When Ventra begins next summer, CTA and Pace will continue to offer special fares for students and senior citizens and various-priced fare products, like 30-day and 7-day passes, and will still accept cash on buses.

The official site explains:

Here’s how it works:

Ventra Card: This contactless card works like the current Chicago Card Plus, only better! Just tap on a card reader for quick and easy boarding on trains and buses. Plus, you can manage your account and balance at Ventra vending machines in CTA stations, numerous retail locations, online or over the phone.

Ventra Ticket: These contactless tickets work just like the current magnetic stripe cards but are even easier to use. Just tap and ride! Choose from a single-ride or 1-day Ventra ticket.

Bankcard: Ventra introduces another way to pay for transit fares by using the bankcard already in your wallet. Simply register your personal bank-issued contactless credit or debit card, add transit passes and value or pay as you go for rides.

And someday, they hope, they'll have a mobile phone option.

Other transit systems, including those in San Francisco and London, have had similar systems for a while.

Deny thy boardroom and refuse thy chiefs,
Or if thou wilt not, be but sworn on-time,
And let the Cactus purchase you!

Sorry. For those joining our program in progress, "Cactus" is the callsign of US Airways, who are now in merger talks with the airline I fly all the time, American. Today American's pilots are trying to make that merger happen more quickly, but they have come to bury American, not to praise it.

American's pilots, who spurned management's "last best" offer before the company went into bankruptcy protection, have gotten surly that management has gone ahead with its rule changes anyway. Pilots picketed outside O'Hare yesterday, while coincidentally finding an unusual number of "maintenance problems" over the past few weeks that caused flights to be delayed or cancelled. This has dropped American's on-time rate to 54% and prompted a nervous but defiant Air Line Pilots Association to deny in a statement yesterday that this is a work action:

One area of increased operational unreliability we have observed is in mechanical delays, which isn’t surprising. Although American Airlines operates the oldest fleet of any major U.S. carrier, management has decided to furlough a large number of mechanics and close one of its largest maintenance facilities. Management also decided some time ago to reduce its inventory of spare parts.

In addition, management halted the recalls of furloughed pilots late last year, which has resulted in an insufficient number of pilots to maintain the schedule properly.

It’s also important to remember that management chose to reject the APA-American Airlines Collective Bargaining Agreement, which served as an operating manual for our pilots. Management’s action has generated significant uncertainty for our pilots with respect to employment protections and operating rules, which are now under management’s unilateral control.

APA members are experienced professionals who conduct themselves as professionals under whatever circumstances they encounter. Any negative impact on our airline’s operational integrity is of management’s own making.

I'm going to watch this closely, particularly while finalizing plans to visit the UK next month. I'm outbound from Atlanta on British Airways, and getting to Atlanta isn't a problem at all if American cancels tons of flights; but returning from the UK might be. Now, where did I put my Tums?

Update, 10:49am: The president of American's frequent-flyer program has just sent an email announcing some changes to the company's schedule through October: "We are proactively reducing the rest of our September and October schedule by approximately one to two percent. These schedule adjustments will enable us to provide our customers with more reliable service while minimizing impact to travel plans. Additionally, we are increasing staffing of maintenance, reservations and airport personnel to offer you more flexible travel options." Let's see how that affects my trip.

Via the Economist's Gulliver blog, Airbus Industrie has some ideas about the future:

More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest installment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.

Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter. This would save approximately 9 million tonnes of excess fuel annually, which equates to over 28 million tonnes of avoidable CO2 emissions and passenger savings of over 500 million hours of excess flight time on board an aircraft. Add to this new aircraft design, alternative energy sources and new ways of flying and you could see even more significant improvements.

Specifically, they envision:

• Eco-climb – save energy by launching aircraft using an assisted-take-off mechanism. Since planes use so much power to leave the ground, the idea is to source that power from devices on the ground, rather than have them weighing down the plane. Then you could shorten the runways and lighten the aircraft, which would reach cruising altitude faster than at present.
• Express skyways – planes travelling in formation, like a flock of birds, will use less energy. In Airbus's example, three aircraft heading east from Las Vegas, Los Angeles and San Francisco would meet over Utah and fly onwards together. Planes could also reduce the distances they have to fly if they take genuinely direct routes between A and B, rather than zig-zagging round different countries' airspace.
• Free-glide approaches and landings – with better air-traffic management planes would be able to glide smoothly into airports, as opposed to descending in stages and wasting energy.
• Ground operations – "autonomous receiving vehicles" that would get planes from runway to gate faster are among the ideas for improving operations at the airport.
• Power - biofuels and other alternative sources of energy would reduce CO2 emissions and improve the security of energy supply.

Cool stuff. And the "taxi-bot" is already here.

American Airlines and US Airways announced this morning that they've signed a non-disclosure agreement, a concrete step towards merging the corporations:

The non-disclosure agreement also means the companies won't be providing more announcements regarding the status of discussions until there's a merger deal or they call off talks, the airlines said.

The airline companies said they would work in "close collaboration" and "good faith" to evaluate a merger, including working with the creditors committee of AMR, which is in bankruptcy protection.

The companies note there's no guarantee a merger will result from discussions.

No guarantee, sure; but with American's unions openly supporting the merger, and with the reality that failing to merge with US Airways would mean the end of American within 10 years or so, this is very encouraging. And as an American elite frequent flyer, I really hope they tie the knot.

United Airlines will start flying the airplane on its Chicago to Houston route this fall:

The first 787 Chicago flights to Houston will begin Nov. 4 and end Dec. 3. That service will operate six days a week during that time, with the Chicago flight departing at 11:15 a.m. After that, daily service will restart Jan. 4 and run to March 29.

Though the initial routes are temporary, United is likely to regularly fly 787s out of O'Hare eventually, especially as it takes delivery of more planes. United will take delivery of five planes this year from its total order of 50.

United is also flying the planes from Houston to San Francisco, so if I wanted to see how the other half lives (I almost always fly American), I suppose I could book my Thanksgiving travel on United. I'll see how much tickets cost Saturday morning, when they go on sale. Even though I'd feel like I'm cheating on my airline, I'd love to get on one of the new planes before American starts flying them in 2014.

The U.S. Embassy in Moscow just announced sweeping changes to the visas that Americans can get to visit Russia:

Starting September 9, Russian and American travelers for business or tourism will be eligible to receive visas valid for multiple entries during a period of 36 months. The agreement also outlines other simplifications in the bilateral visa regime and eases visa processing time for travelers from both countries.

Thanks to the agreement, three-year, multiple-entry visas will become the standard “default” terms for U.S. citizens visiting Russia and Russian citizens visiting the United States. No formal invitation will be required to apply for a business or tourism visa, although applicants seeking Russian tourist visas must continue to hold advance lodging reservations and arrangements with a tour operator. Both sides have also committed to keep standard visa processing times under 15 days, although the circumstances of individual cases may require additional processing.

When I visited Russia in 2010, the visa application required the actual dates and modes of travel, and an official invitation from the hotel. Russian visas were only valid for the dates on the application, so missing a flight or train could cause serious difficulties crossing the border. (I saved a pdf of the rules in effect through September 9th.)

I'll be interested to see if Russian tourism picks up with this liberalization scheme.

Three projects and a head cold have robbed me of time and energy this week. I've only got a few minutes this afternoon to list some of the more interesting things I've read in the past day:

• Andrew Sullivan had two back-to-back posts this morning looking at Obama's strategy at the Democratic Convention and admiring him as a Tory leader for America.
• Ta-Nahesi Coates dug into Obama's role as a post-racial figure and how he stumbled over Trayvon Martin.
• Jared Bernstein wrote last week on whether Americans really do want smaller government, as did former Michigan governor Jennifer Granholm.
• The Economist summarized how airlines screwed themselves by trying to screw travel agents. (Being the Economist, they put it more politely.)

OK, back to the mines...