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Sunday, 23 September 2018

Stay Grounded 13 Steps for a Just Transport System and for Rapidly Reducing Aviation



Stay Grounded
13 Steps for a Just Transport System and for Rapidly Reducing Aviation
Please discuss this position paper with your group or organisation, and sign in support, or also join our network and get involved.
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Déclaration en français | Positionspapier auf Deutsch | Declaración en español | Position paper in het Nederlands | Position paper in Russian | Position paper in Portuguese

Aviation is the most climate damaging form of transport [1] and one of the fastest growing sources of greenhouse gas emissions [2]. In the next two decades, the industry expects a doubling of air passengers [3]. A massive global wave of aviation expansion is underway, with about 1200 airport infrastructure projects planned [4]. Many airport projects are among the biggest, most expensive mega-projects, some being imposed by governments serving corporate interests.
The Dilemma:
While less than 10% of the world population have ever set foot on an aircraft [5], it is mostly non-flyers who bear the brunt of the climate crisis and the negative effects of airport expansion like land grabbing, noise and health issues. Communities in the Global South [6], which have barely contributed to the crisis, are affected most. The problem of aviation is part of a bigger story of injustice: It is contrary to the need to eliminate fossil fuel use; it is tied to the military-industrial complex; it also is connected with the undue influence of big business on public policy, including trade, economic development and climate. Aviation remains fossil fuel dependent, yet the industry promotes false solutions such as new aircraft technologies which do not yet exist. Also offsets (see below) and biofuels fail to reduce emissions whilst endangering food supplies, biodiversity and human rights.
Who We Are:
We are people, communities and organisations from around the world, dealing with the multiple impacts of aviation: Some of us are directly affected by airport infrastructure and the negative health impacts of pollution and noise from aircraft. Some of us are climate justice activists and young people who want to live our lives on a healthy planet. Some of us live in communities defending our homes, farmland and ecosystems from land grabbing for new airports, airport expansion, biofuel production or projects for offsetting aviation emissions. Some of us are academics, trade unionists and workers in the transport sector, as well as environmental and transport organisations from around the world, and from initiatives fostering alternative modes of transport such as railways.
Business as usual is not an option. We therefore stand for the following 13 steps to transform transport, society and the economy to be just and environmentally sound.
What it takes:
1. A Just Transition 
We must end over-reliance on the most polluting, climate-harming forms of transport driven by a globalised corporate economy. This requires negotiations and collaborative planning for a transition that will not be made at the expense of workers in the relevant sectors – although it does include changes in what we do and how we work. It needs replacement of failed privatisations with climate-friendly local initiatives, good working conditions, public ownership and democratic accountability. To achieve this in the face of a growth-oriented aviation industry also requires overcoming corporate power. We need a transport system that is democratically regulated and planned, promotes and supports the common good and that is integrated and ecological.

2. A shift to other modes of transport
We must shift from harmful modes of transport to more environmentally sound ones. Short-haul and some medium-distance flights can be shifted to trains in regions where relevant railway infrastructure exists, or otherwise onto buses/coaches. Trains don’t necessarily need to be high-speed but daytime and night services should be attractive, affordable and powered by renewable energy [7]. Also ships and ferries can be an alternative, if their energy source is “carbon free” (wind, battery-electric, hydrogen or ammonia).

3. An economy of short distances
Freight transport accounts for a significant share of carbon emissions. Instead of aiming to triple the volume of transport by 2050 [8], we need to reduce the demand for goods from far away and develop localised economies. The aim here is climate protection, not nationalist-style protectionism. This can and needs to happen alongside maintaining multi-cultural and open minded societies.

4. Enable changing habits and modes of living
We must challenge social and workplace norms that encourage excessive air travel. Leisure trips can generally be in-region or slow-travel. Online conferences can replace many working trips. We must question the growing habit of travelling to far-away regions, weekend trips by plane and mass tourism which harms local cultures and ecosystems.

5. Land rights and human rights
In order to stop the ongoing dispossession, pollution, destruction and ecocide caused by the aviation industry and connected activities, the rights of Indigenous Peoples, local communities, peasants [9] and women, regarding the governance and tenure of their lands and territories should be fully recognised and respected. This also helps ensure food sovereignty and to protect the livelihoods, work, culture and customs of peoples. Persistent, health-threatening noise from overflying near airports should be reduced.

6. Climate Justice
Achieving Climate Justice is more than a legal process. It requires societies to prioritise a “good life for all” [10] above profits for the few. This includes justice among all – now and for future generations. It also implies the struggle against all forms of discrimination based on gender, origin, race, class, religion, or sexual orientation [11]. It means that the Global North [12] and the global wealthy are responsible for a larger share of the effort to combat the climate crisis and to mitigate the consequences, including financial payments for liability and redress. Climate Justice also means that people from the Global South have a right to resist neo-colonial climate policies like offsetting emissions, geo-engineering and biofuels (see Steps 11, 12, 13).

7. Strong political commitments
To limit global warming to 1.5 ° C, and to leave fossil fuels in the ground, we cannot rely on voluntary promises. We need binding and enforceable rules as well as clearly defined limits for greenhouse gas emissions. It is necessary that international aviation emissions are part of national emission reduction efforts inside the UNFCCC [13] process and that ongoing corporate capture of public policies be ended. At all levels – locally, nationally, and regionally – we need binding targets, transparency and meaningful democratic participation. While global targets are important, stricter regional and local measures and regulations are also necessary, such as kerosene taxes, VAT [14], ticket taxes, frequent flyer levies, aircraft environmental standards, caps on the number of flights and moratoriums on airport infrastructure.

What must be avoided:
8. New airports and airport expansion
A moratorium on the construction and expansion of airports is necessary. This includes airport-centric commercial and industrial developments serving aviation growth, including aerotropolis [15] (airport cities) and Special Economic Zone projects. Communities that would be isolated without access to air travel must be considered and ecological ways of connecting them should be sought.

9. Privileges for the aviation industry
Aviation should no longer receive special advantage over other transport sectors. Airlines, airports, and aircraft manufacturers get huge subsidies and tax breaks – the main reason why many flights are so cheap. Few countries tax kerosene and there are rarely any VAT or passenger taxes. Some areas of concern include: airline bailouts; subsidies for flights; debt; aircraft manufacturing and purchase; export credits; and state aid on new airport infrastructure, amongst others [16].

10. Air travel industry marketing
Systemic incentives for air travel should end. These include flight-related ads or other marketing by the travel, airline and aircraft manufacturing industries. Frequent Flyer Programs (FFP) should end as they strongly reinforce flying as a status symbol. [17] These strong actions have precedent. Some nations banned cigarette ads decades ago, despite the ubiquity of smoking (and the ads) and the perceived rights of smokers. Some countries have already banned domestic FFP [18].

11. Offsetting
The current mitigation strategy of using offsets is a false solution being pushed by the aviation industry and its captured regulators [19]. Airlines and airports rely predominantly on the misleading premise that instead of reducing emissions, they can offset them by buying carbon credits from others – like reforestation projects or hydro-electric dams that are claimed to lead to emissions savings. Airports also often try to legitimise their destruction of ecosystems by offsetting the biodiversity loss. Carbon offsets do not deliver real emissions reductions [20], and biodiversity losses cannot in reality be compensated [21]. Offset projects often lead to local conflicts or land grabbing. This is especially the case with land- or forest-based projects like REDD+. [22] Offsetting is unjust and distracts from the urgent need to reduce, not shift, destruction.

12. Biofuels
Substituting fossil kerosene with biofuels is a false and highly destructive prospect. Biofuels cannot be supplied at the large scale the industry would require [23]. Substantial use of biofuels in aircraft would (both directly and indirectly) drive a massive increase in deforestation and peat drainage and thereby cause vast carbon emissions. It would also lead to land grabbing and human rights violations, including forced eviction and loss of food sovereignty. [24]

13. The illusion of technological fixes
We must avoid the lure of the aviation industry’s greenwashing. Future technical improvements for aircraft and operations have been identified and should continue to be researched but we must recognise that these are and will be insufficient to overcome aviation’s emissions problems. The forecasted efficiency gains in fuel use are exceeded by historic, current and planned growth rates of air travel and air freight (a phenomenon known as the ‘rebound effect’). Step-changes in aviation technology are uncertain and will not come into effect until decades from now. Given the urgency of emissions reductions, relying on questionable scenarios like a sector-wide introduction of electric planes is too risky and diverts focus away from the immediate emission cuts needed [25]. Even future electrofuel propelled aircraft would be harmful without strong sustainability criteria and a reduction in aviation. [26] For the decades to come, decarbonised air traffic or “carbon neutral growth” will therefore remain an illusion.

Let’s get active
STAY GROUNDED is a growing global network of initiatives, organisations and activists working together worldwide to bring forward a just, environmentally sound transport system and to rapidly reduce air travel. Activities include: supporting affected communities; campaigning; research; policy and industry analysis; demonstrations and direct action. We call for solidarity with people already affected by climate change, with those who struggle against airport projects, with those protecting forests and indigenous peoples’ rights, with those promoting alternatives to aircraft and with those who work for a just transition.
The climate crisis is not simply an environmental issue. It is our societal responsibility and needs to be addressed by joining forces. We invite all stakeholders to join us and commit to the implementation of these 13 necessary steps.
Please discuss this position paper with your group or organisation, and sign in support, or also join our network and get involved.
Fill in this form


References
1 Cohen et al. (2016): Finding Effective Pathways to Sustainable Mobility. Bridging the Science-Policy Gap. http://www.tandfonline.com/doi/pdf/10.1080/09669582.2015.1136637?needAccess=true.
Hall et al. (2013): The Primacy of Climate Change for Sustainable International Tourism. https://www.researchgate.net/profile/Daniel_Scott9/publication/264488262_The_Primacy_of_Climate_Change_for_Sustainable_International_Tourism/
2 Aviation grew over 7% and air freight over 9% in 2017 (doubling rates in 10 and 7 years respectively). See: http://atwonline.com/manufacturers/boeing-projects-another-record-year-aircraft-deliveries-2018
3 http://www.iata.org/pressroom/pr/Pages/2016-10-18-02.aspx
4 423 new airports, 121 runways, 205 runway extensions, 262 new terminals and 175 terminal extensions. CAPA – Centre for Aviation (2017): Airport Construction Database
5 Scott et al. (2012): Tourism and Climate Change: Impacts, Adaptation and Mitigation (p.109), citing Worldwatch Inst. (2008): Vital Signs 2006-2007 (http://www.worldwatch.org/node/4346). “Yet only 5 percent of the world’s population has ever flown.” (p. 68) This estimate is old, but most recent, so we use a conservative “10%”.
6 We use “Global South” for those regions that are often called “developing countries”, which suggests that there was still the need for industrial development and modernisation. The terms Global South and Global North refer to the geopolitical (not necessarily geographical) situation in an unequal world system.
7 Night trains are in particular useful when the day journey time would be more than four hours. They must offer a choice of comfort levels, with fares that are attractive but not too complex and tickets that are easy to book and that are compatible with day trains.
8 International Transport Forum (2017): ITF Transport Outlook 2017 – Summary. https://bit.ly/2JknZWu
9  https://viacampesina.org/en/new-step-forward-process-un-declaration-rights-peasants/
10 This concept stems from the “Buen vivir” in Andean societies of Latin America and is understood as an alternative to the capitalist understandings of development as growth.
11 See: https://350.org/gender-justice-is-climate-justice/
12 See footnote 6
13 UNFCCC: United Nations Framework Convention on Climate Change
14 Value Added Tax
15 Global Anti-Aerotropolis Movement (2015): What is an Aerotropolis, and Why Must These Developments Be Stopped? https://antiaero.files.wordpress.com/2015/03/gaam-whats-an-aerotropolis2.pdf
16 More on different privileges see: Todts, William (2018): Ending Aviation’s Tax Holiday. https://www.transportenvironment.org/newsroom/blog/ending-aviation%E2%80%99s-tax-holiday
17 Gossling & Nilsson (2010). Frequent flyer programmes and the reproduction of aeromobility. https://www.academia.edu/attachments/7559357/download_file?s=work_strip
18 OECD (2014): Airline Competition – Note by Norway. http://www.konkurransetilsynet.no/globalassets/filer/publikasjoner/oecd-bidrag/2014/bidrag-fra-norge–competition-issues-in-airline-services.pdf
For DK: Storm (1999) “”Air Transport Policies and Frequent Flyer Programmes in the European Community – a Scandinavian Perspective”, page 86. http://www.konkurransetilsynet.no/globalassets/filer/publikasjoner/oecd-bidrag/2014/bidrag-fra-norge–competition-issues-in-airline-services.pdf
19 The International Civil Aviation Organization (ICAO) is the specialised UN agency that regulates international air transport and that is working closely with the aviation industry. Its climate strategy called CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation) relies almost entirely on offsetting emissions. (https://www.icao.int).
20 The Öko-Institut (2016) investigated the effectiveness of existing offsetting projects for the European Commission and concluded that most likely only 2% of United Nations offset projects resulted in an actual additional emissions reduction. See: https://tinyurl.com/ybk7xybl
21 Spash (2015): Bulldozing Biodiversity. The Economics of Offsets and Trading-in Nature. In: Biological Conservation 192, S. 541⁻551;
Counter Balance/ Re:Common (2017): Biodiversity Offsetting. A Threat for Life. http://tinyurl.com/yc2uacen
22 REDD+: Reducing Emissions from Deforestation and forest Degradation. See more on REDD and offsetting in the study “The Illusion of green flying”: http://www.ftwatch.at/flying_green/ ;
Further Information on Offsetting: Film “Carbon Rush”;
Spash (2010): The Brave New World of Carbon Trading. In: New Political Economy, 15/2: 160-195
23 The only proven aviation biofuel technology relies on vegetable oils and the only feedstock that would be economically feasible on a large scale is palm oil, which is one of the main drivers of deforestation worldwide. See: Ernsting, Almuth (2017): Aviation Biofuels: How ICAO and Industry Plans for ‘Sustainable Alternative Aviation Fuels’ Could Lead to Planes Flying on Palm Oil. https://www.biofuelwatch.org.uk/wp-content/uploads/Aviation-biofuels-report.pdf
24 For a recent (2014) study on the detrimental impact of biofuel consumption in the European Union, see: https://ec.europa.eu/energy/sites/ener/files/documents/Final%20Report_GLOBIOM_publication.pdf;
See open letter to ICAO signed by 96 civil society organizations: http://www.biofuelwatch.org.uk/2017/aviation-biofuels-open-letter/
25 Peeters (2017): Tourism’s Impact on Climate Change and its Mitigation Challenges – How Can Tourism Become ‘Climatically Sustainable’. https://repository.tudelft.nl/islandora/object/uuid:615ac06e-d389-4c6c-810e-7a4ab5818e8d/datastream/OBJ/download
Peeters et al. (2016): Are Technology Myths Stalling Aviation Climate Policy. https://www.researchgate.net/profile/Scott_Cohen10/publication/296632724_Are_technology_myths_stalling_aviation_climate_policy
26 Malins (2017): What Role for Electrofuel Technologies in European Transport’s Low Carbon Future: https://www.transportenvironment.org/sites/te/files/publications/2017_11_Cerulogy_study_What_role_electrofuels_final_0.pdf


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Art for All: British Socially Committed Art from the 1930s to the Cold War






Socialist History Society













Art for All: British Socially Committed Art from the 1930s to the Cold War

Art for All reveals a forgotten or marginalised area of 20th century British art. Christine Lindey delves into the fascinating treasure trove of British socially committed art from the 1930s through to the Cold War.
With over 100 illustrations, she demonstrates why the artists deserve to beArt for All press release rediscovered. This extensively researched book provides a vivid understanding of the political and aesthetic contexts that turned a wide variety of individuals into socially committed artists.
Book launch at 4pm, Saturday 29th September, at Marx Memorial Library, 37a Clerkenwell Green, London EC1R ODU.
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Wednesday, 19 September 2018

amigo month


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Sunday, 9 September 2018

Women Against State Pension Inequality (WASPI) by CJ Stone







I’m on holiday in Dundee as I write this, staying with Anne Park who, friends will remember, used to live in Whitstable.
Anne is 62 years old and angry.
“At the age of 57,” she says, “it was ordained by the powers-that-be that I wasn’t going to be able to retire at 60, as I’d been promised, but I was going to have to wait till I was 66.”
That’s six years stolen from her. Six years she’d dreamed about and planned for. Six years of her life that she will never be able to get back.
It was such short notice that it only gave her three years to make any kind of an alternative plan. As a consequence she was forced to sell her three bedroom house in order to downsize, in order to pay off her mortgage.
She’s been fiddled twice over. “Not only have I had six years’ worth of pension stolen from me, but I’m expected to pay six years’ worth of National Insurance that I wouldn’t previously have paid, which will make no difference whatsoever to the final figure as it currently stands.”
In other words, she’s already paid enough National Insurance to get the full pension; it’s just that she’s not allowed to gain access to it.
I’m sure that Anne is not the only woman reading this who has been subjected to this injustice. According to the Women Against State Pension Inequality (WASPI) campaign website, 3.8 million women have been affected by the lack of notice.
It’s not that the WASPI women are arguing that the retirement age should have remained unequal, with men continuing to retire five years later than women: it’s just that, they say, proper notice should have been given, or compensation offered to those women who, through no fault of their own, have found their retirement plans seriously undermined by the changes.
Even the Department for Work and Pensions (DWP) website itself says that it should give ten years notice of changes in relation to State Pension.
The WASPI campaign was set up in 2015 by five ordinary women incensed at the injustice. They say that their aim is “to achieve fair transitional state pension arrangements for all women born in the 50s affected by the State Pension law (1995/2011 Acts).”
Their website includes template letters you can use to send to the DWP in order to underline their claim that there has been maladministration in the implementation of these laws.
Every women affected by these changes should make it her business to send off one of these letters, to get involved in the campaign, and to make sure that the government is held to account for its duplicity in relation to its own citizens.
There’s always enough money for wars, royal weddings, and MPs expenses, it seems; never enough for the needs of ordinary people going about their ordinary lives.
Indeed, the civil servant responsible for the increase to the retirement age to 67, Sir Robert Devereaux, is retiring at the age of 61 with a £1.8 million pension pot. He will receive £85,000 a year, and a lump sum of £245,000.
What this case does is to highlight how easy it is for the government to break the social contract between the state and its citizens. Most women born in the 50s grew up expecting to retire at 60, but by a couple of swift strokes of the pen, as it were, and a little parliamentary debate, they have been deprived of that promise.
What other expectations might be stolen from us in future? Democracy itself could be at risk.
Waspi Facebook page:https://www.facebook.com/WaspiCampaign/
from https://christopherjamesstone.wordpress.com/2018/09/07/waspi-women/




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Wednesday, 5 September 2018

pressure on trade unionists to adopt the IHRA definition and examples





Dear colleague,

I am writing to ask for your support for the open letter below. As UCU president-elect I’m deeply concerned by the mounting pressure on trade unionists to adopt the IHRA definition and examples and feel it is crucial that there is a broad response to this from across the labour movement. In UCU we are particularly concerned about the threat that the IHRA definition and examples poses to academic freedoms, but I feel this is a much bigger issue which concerns the whole of the trade union movement.

We have a proud tradition in the UK trade unions of both fighting for Palestinian rights and standing firm against racism. In the current context where the far right is now becoming a real threat once again, this letter appeals for unity and solidarity rather than the division and confusion which will result if the IHRA definition is widely adopted.

The aim of this open letter is to circulate with initial signatories as soon as possible, preferably in advance of the outcome of Labour’s NEC meeting tomorrow (or as soon as possible afterwards), but then to broader layers of union members to sign via an online form which I’m going to set up later today.

I’d really appreciate your support for this initiative and would be grateful if you could let me know your thoughts as soon as possible,

Best wishes,
Nita Sanghera, UCU vice-president and president-elect.

Open letter from trade unionists on the adoption of the IHRA definition of antisemitism and examples

We are deeply concerned by the accelerating pressure on the labour movement to adopt the International Holocaust Remembrance Alliance (IHRA) definition of antisemitism and the associated examples and urge our fellow trade unionists to stand firm in opposition to this divisive move.

Trade unions and the Labour Party must be at the heart of building a movement against racism and fascism, and there is no place for antisemitism, Islamophobia or any other kind of racism in our ranks. In an era when the far-right is growing in confidence it is more important than ever to stand against Holocaust denial, anti-Jewish conspiracy theories and any other forms of antisemitic prejudice and hatred.
However, the examples which accompany the IHRA definition systematically conflate opposition to Israel with antisemitism, threatening to undermine many years of practical solidarity with the Palestinian people in the face of decades of dispossession and occupation. We believe it is vitally important that trade unionists can speak out to challenge Israel’s history of racism towards the Palestinians without being labelled as antisemitic.

The IHRA definition and its examples also pose a serious threat to academic freedom. Specifically, there is a wide body of scholarly research and teaching that locates the origins of the state of Israel within the framework of a European colonial settler project. This draws on historical evidence of widely-held racist ideas about the ‘indigenous population’ among Israel’s founders and acts of ethnic cleansing and exclusion in building the new state. Historical interpretations are of course subject to challenge, but the very principles of scholarly research will be under threat if legitimate interpretations of Israel’s founding as “a racist endeavour” are falsely conflated with antisemitism.

We note that the general secretaries of several major trade unions urged Jeremy Corbyn and the Labour Party to adopt the IHRA definition in full. We do not share their view that compromising over this issue is necessary in order to boost Labour’s chances at the polls.

We pledge to continue the campaign against the adoption of the IHRA definition and examples within our own trade unions, and urge others to do the same in their institutions. What we need is to build unity across the labour movement in the face of the growing threat from the far-right, while remaining uncompromising in our opposition to all forms of racism, and steadfast in our solidarity with the Palestinian people.

Nita Sanghera - UCU Vice president and president-elect
Jane Doolan - Unison NEC (PC)*
Mike Calvert - Unison - Deputy Branch Secretary Islington (PC)
Diana James - Assistant Branch Secretary - Islington (Unison) (PC)
Ian Allinson, Former EC member, Branch chair and NISC member, Unite the union
Sean Vernell - UCU NEC
Carlo Morelli - UCU NEC
Rhiannon Lockley - UCU NEC  -Dudley South CLP
Mandy Brown - UCU NEC - London Regional Secretary - Lambeth College
Chris Jones - UCU NEC
Christina Paine - UCU NEC
Sean Wallis - UCU NEC
Elane Heffernan - UCU NEC
Mark Abel - UCU NEC
Dave Muritu - UCU NEC
Julia Roberts - UCU NEC
John Sullivan - UCU NEC

*Personal capacity
Add signatures here: https://goo.gl/forms/2N9CoVPoGBhl9yo32

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