It is the “under 1 percent” who come to the vaunted Hamptons by helicopter from Manhattan—and in the process blanket Long Islanders below with raucous noise.
The racket of helicopters heading to and returning from what has become the main aerial gateway of the Hamptons and Long Island’s biggest noisemaker—East Hampton Airport—has been intense this summer.
Involved, said planner and author Peter M. Wolf at a recent East Hampton Informational Forum on Aircraft Noise, is a “small minority…under 1 percent” imposing severe noise pollution on the population of Long Island.
The well-heeled pay a high price to use choppers to come to and return from the Hamptons, a little over 100 miles from Manhattan. A full-page newspaper ad for Talon Air that is currently running declares: “Work To Weekend In 30 Minutes. Fly NYC to the Hamptons in our Sikorsky Helicopter…” A Talon Air reservations agent said the round-trip charge for the trip is $5,800 but, it was explained, the chopper would be flying right back to the city from East Hampton, so the return flight a day or more later would cost another $5,800, bringing the total to near $12,000. Thus, for six people, the helicopter ride from Manhattan to East Hampton and for the return would be almost $2,000 for each passenger.
It’s a highly expensive way for the “under 1 percent” to avoid the often traffic-clogged Long Island Expressway to get to and from the Hamptons and it comes at an even a bigger cost for Long Islanders below—deprivation of their peace and quiet.
“It’s constant,” said Richard Ficara of Noyac, a hamlet west of Sag Harbor, of the noise from the East Hampton Airport chopper traffic. He was speaking at an “Emergency Planning Meeting” this week. “Save Our Neighborhoods From Loud Noise & Pollutants from Helicopters & Airplanes,” the flier for the meeting, sponsored by the Noyac Civil Council “and Concerned Citizens,” was headed. Ficara and others at the gathering told of choppers flying low and loud every several minutes over their homes.
An overflow crowd of Noyac residents—and people from elsewhere on Long Island impacted by the East Hampton helicopter din—were at the meeting Wednesday evening.
Although Noyac has been especially hard-hit, the East Hampton helicopter racket has become widespread on Long Island, said Janice LoRusso at the meeting. She spoke of a helicopter last weekend flying over her home in Jamesport on the North Fork of Long Island that was “so low you could reach out and tickle its belly.” She said that also being affected is “my boyfriend in Rocky Point,” and people through the Towns of Riverhead and Southold.
Discussed at the gathering was taking legal and political action and mounting protest demonstrations at East Hampton Airport. It followed the August 9th meeting in East Hampton meeting on aircraft noise sponsored by the Village Preservation Society of East Hampton.
Wolf, a member of the panel there, said the noise of aircraft going to and leaving from East Hampton Airport “keeps getting talked about but nothing is done.” Wolf, a consultant to the Village of East Hampton, said there’s “a problem of courage in government.”
Wolf said the noise from the aircraft going to and from East Hampton Airport is a “nuisance” in the “same way leaf blowers…and wild parties” are nuisances. The aircraft noise “just affects many more people.” He said “this is not so hard” to confront—it must be “limited like any other nuisance.” There should be “hours in which flights can occur” and “strict enforcement” of this and other regulations.
East Hampton Town Councilwoman Theresa Quigley at this meeting acknowledged that “people come here for the peace and tranquility” and aircraft noise “interferes with that tranquility.” But, she added, so do “cars and busses.” Wolf criticized the comparison because the aircraft traffic to and from town-owned East Hampton Airport involves a tiny minority making use of a transportation mode unaffordable by most and victimizing the Long Island populace with noise in the process.
A “terribly small percentage” of people use the airport to commute between Manhattan and the Hamptons but, meanwhile, a “terribly large percentage” of people on the ground are being impacted. He said the situation was ripe for a class action lawsuit.
And Barry Holden, who organized the subsequent Noyac meeting, opened it by suggesting “a class action suit against the airport and helicopter owners” be brought. “We have to do something!” declared Holden.
LoRusso said the least bothersome route for choppers flying between Manhattan and the East Hampton Airport, would be over the ocean off the south shore of Long Island which would only require a short hop overland to the airport over a strip which includes Georgica Pond. However, said LoRusso, the choppers aren’t routed that way because of the wealth of the people who live in this, among the toniest of East Hampton areas. “They contribute to politicians’ campaigns. We’re fighting against rich people!”
Larry Tullio agreed: “The simple solution is going over the ocean,” he said. But the “people who have the most money” live in Georgica “and they evidently know somebody on the East Hampton Town Board.”
Ed Jablonsky of Noyac added that “most of the people who use the helicopters are down there…We have been sort of dumped on here.”
John LaSala, a leader on Shelter Island in battling East Hampton Airport chopper noise, told the meeting that in efforts to press for this southern route “we were told it would upset the people in Georgica.” He said it was important that “everybody get together” for this route.
Indeed, a “Master Plan Report” for the East Hampton Airport done for the town in 2008 by the consulting firm of Savik & Murray of Ronkonkoma pointed to the route as the best way to diminish chopper noise—but raised concern about the wealth of those then affected.
In a section in the report devoted to “Noise Abatement,” the report acknowledged that helicopters “are a disproportionate source of annoyance.” And it stated: “One approach and departure corridor was found to be substantially better than the existing routes” in terms of noise abatement. This “approach/departure path” would “branch off” from over the ocean and “on approach helicopters would over-fly Georgica Pond and thence over the currently undeveloped land adjacent to the Runway 34 threshold and then land in the terminal area. This is the minimum sound track, avoids overflight areas in Southampton, and adds little if any flying distance and flight time.”
But, the report went on: “It would, however, expose residents in this area of high value real estate to much greater noise levels than currently exist.”
At the meeting in Noyac, Chip Duyck said “we have to put fire under” public officials and send them the message that “you won’t be elected if you don’t solve the problem.” People should make it clear: “I’m angry and I vote.” Of East Hampton town officials, Duyck, of Noyac, said that “people who are pro-airport basically got elected.”
John Kirrane, also of Noyac, called for protest demonstrations to be held regularly at East Hampton Airport. He spoke of protesters carrying placards declaring “Stop the Helicopter Noise” and “embarrassing the hell out of the 300 who use” helicopter service to and from the Hamptons.
At the Noyac meeting, too, Councilwoman Quigley said the East Hampton Town Board was “trying to figure out things to do to stop the noise complaints.” Only recently, she said, the board learned that “we have the ability to control helicopters” through curfews and other restrictions.
A leading group fighting the noise connected with East Hampton Airport is the Quiet Skies Coalition. It declares on its website—http://quietskiescoalition.org —“We are committed to regaining control of what was once a small, rural airport supporting local recreational pilots. The increased number of flights to East Hampton Airport, particularly those of helicopters, sea planes and jets, disrupts and disturbs the peaceful enjoyment of our homes, properties and recreational areas and damages our protected natural habitats.”
But it has been an uphill fight considering the clout of the “under 1 percent.”
Friday, August 17, 2012
Monday, August 6, 2012
The first Mars rover fueled with plutonium landed on the red planet Monday—and there was much cheerleading by mainstream media but no mention of the huge danger the device, which NASA calls Curiosity, has posed to people and other life on Earth before getting to Mars.
Indeed, NASA in its Environmental Impact Statement for Curiosity, said that the chances had been but one-in-220 of deadly plutonium being released “overall” on the mission. If the rocket that had lofted it from Florida last year blew up on launch—and one in 100 rockets destruct on launch—that could have sent plutonium 62 miles away, as far as Orlando, said the EIS. If the rocket failed to break out of Earth’s gravity and take Curiosity on to Mars but, instead, fell back into the Earth’s atmosphere and, with Curiosity, disintegrated as it fell, a broad area of the Earth could have been impacted by plutonium.
Meanwhile, nuclear promoters have been heralding the Curiosity mission saying it points to more use of nuclear power in space. World Nuclear News, the information arm of the World Nuclear Association which seeks to boost the use of atomic energy, last month said:
“A new era of space exploration is dawning through the application of nuclear energy for rovers on Mars and the Moon, power generation at future bases on the surfaces of both and soon for rockets that enable interplanetary travel.” The article was headed: “Nuclear ‘a stepping stone’ to space exploration.”
In fact, in space as on Earth there are safe, clean alternatives to nuclear power. Before Curiosity, Mars rovers were solar-powered. A NASA space probe energized by solar energy is right now on its way to Jupiter, a mission which for years NASA claimed could not be accomplished without nuclear power providing onboard electricity. Solar propulsion of spacecraft has begun. And also, scientists, including those at NASA, have been working on using solar energy and other safe power sources for human colonies on Mars and the Moon.
The World Nuclear Association describes itself as “representing the people and organizations of the global nuclear profession.” World Nuclear News says it “is supported administratively and with technical advice by the World Nuclear Association and is based within its London Secretariat.” Its July 27th dispatch noted that the Curiosity rover that landed on August 6th, is “powered by a large radioisotope thermal generator instead of solar cells” as previous NASA Mars rovers had been. Curiosity is fueled with 10.6 pounds of plutonium.
“Next year,” said World Nuclear News, “China is to launch a rover for the Moon” that also will be “powered by a nuclear battery.” And “most significant of all” in terms of nuclear power in space, continued World Nuclear News, “could be the Russian project for a ‘megawatt-class’ nuclear-powered rocket.” It cites Anatoly Koroteev, chief of Russia’s Keldysh Research Centre, as saying the system being developed could provide “thrust…20 times that of current chemical rockets, enabling heavier craft with greater capabilities to travel further and faster than ever before.” There would be a “launch in 2018.”
The problem—a huge one and left untouched by World Nuclear News—involves accidents with space nuclear power systems releasing radioactivity impacting on people and other life on Earth. That has already happened. With more space nuclear operations, more atomic mishaps would be ahead.
NASA, before last November’s launch of Curiosity, acknowledged that if the rocket lofting it exploded at launch from Cape Kennedy, plutonium could be released affecting an area up to 62 miles away and, if the rocket didn’t break out of the Earth’s gravitational field and it and Curiosity fell back into the atmosphere and broke up, plutonium could be released over a massive area of Earth “between approximately 28-degrees north latitude and 28-degrees south latitude.” That includes Central America and much of South America, Asia, Africa and Australia.
The EIS said the costs of decontamination of plutonium would be $267 million for each square mile of farmland, $478 million for each square mile of forests and $1.5 billion for each square mile of “mixed-use urban areas.” The Curiosity mission itself, because of $900 million in cost overruns, now has a price of $2.5 billion.
Bruce Gagnon, coordinator of the Global Network Against Weapons & Nuclear Power in Space (www.space4peace.org), for more than 20 years the leading opposition group to space nuclear missions, declared that “NASA sadly appears committed to maintaining its dangerous alliance with the nuclear industry. Both entities view space as a new market for the deadly plutonium fuel…Have we not learned anything from Chernobyl and Fukushima? We don’t need to be launching nukes into space. It’s not a gamble we can afford to take.”
Plutonium has long been described as the most lethal radioactive substance. And the plutonium isotope used in the space nuclear program, and on the Curiosity rover, is significantly more radioactive than the type of plutonium used as fuel in nuclear weapons or built up as a waste product in nuclear power plants. It is Plutonium-238 as distinct from Plutonium-239. Plutonium-238 has a far shorter half-life–87.8 years compared to Plutonium-239 with a half-life of 24,500 years. An isotope’s half-life is the period in which half of its radioactivity is expended.
Dr. Arjun Makhijani, a nuclear physicist and president of the Institute for Energy and Environmental Research, explains that Plutonium-238 “is about 270 times more radioactive than Plutonium-239 per unit of weight.” Thus in radioactivity, the 10.6 pounds of Plutonium-238 being used on Curiosity is the equivalent of 2,862 pounds of Plutonium-239. The atomic bomb dropped on Nagasaki used 15 pounds of Plutonium-239.
The far shorter half-life of Plutonium-238 compared to Plutonium-239 results in it being extremely hot. This heat is translated in a radioisotope thermoelectric generator into electricity.
The pathway of greatest health concern for plutonium is breathing in a particle leading to lung cancer. A millionth of a gram of plutonium can be a fatal dose. The EIS for Curiosity speaks of particles that would be “transported to and remain in the trachea, bronchi, or deep lung regions.” The particles “would continuously irradiate lung tissue.”
There hasn’t been an accident on the Curiosity mission. But the EIS acknowledged that there have been mishaps previously—in this spaceborne game of nuclear Russian roulette. Of the 26 earlier U.S. space missions that have used plutonium listed in the EIS, three underwent accidents, it admitted. The worst occurred in 1964 and involved, it noted, the SNAP-9A plutonium system aboard a satellite that failed to achieve orbit and dropped to Earth, disintegrating as it fell. The 2.1 pounds of Plutonium-238 fuel onboard dispersed widely over the Earth. Dr. John Gofman, professor of medical physics at the University of California at Berkeley, long linked this accident to an increase in global lung cancer. With the SNAP-9A accident, NASA switched to solar energy on satellites. Now all satellites and the International Space Station are solar powered.
The worst accident of several involving a Soviet or Russian nuclear space systems was the fall from orbit in 1978 of the Cosmos 954 satellite powered by a nuclear reactor. It also broke up in the atmosphere as it fell, spreading radioactive debris over 77,000 square miles of the Northwest Territories of Canada.
In 1996, the Russian Mars 96 space probe, energized with a half-pound of Plutonium-238 fuel, failed to break out of the Earth’s gravity and came down—as a fireball—over northern Chile. There was fall-out in Chile and neighboring Bolivia.
Initiatives in recent years to power spacecraft safely and cleanly include the launch by NASA last August 8th of a solar-powered space probe it calls Juno to Jupiter. NASA’s Juno website currently reports: “The spacecraft is in excellent health and is operating nominally.” It is flying at 35,200 miles per hour and is to reach Jupiter in 2016. Even at Jupiter, “nearly 500 million miles from the Sun,” notes NASA, its solar panels will be providing electricity. Waves
Solar power has also begun to be utilized to propel spacecraft through the friction-less vacuum of space. The Japan Aerospace Exploration Agency in 2010 launched what it termed a “space yacht” called Ikaros which got propulsion from the pressure on its large sails from ionizing particles emitted by the Sun. The sails also feature “thin-film solar cells to generate electricity and creating,” said Yuichi Tsuda of the agency, “a hybrid technology of electricity and pressure."
As to power for colonies on Mars and the Moon, on Mars, not only the sun is considered as a power source but also energy from the Martian winds. And, on the Moon, as The Daily Galaxy has reported: “NASA is eying the Moon's south polar region as a possible site for future outposts. The location has many advantages; for one thing, there is evidence of water frozen in deep dark south polar craters. Water can be split into oxygen to breathe and hydrogen to burn as rocket fuel—or astronauts could simply drink it. NASA's lunar architects are also looking for what they call ‘peaks of eternal light’—polar mountains where the sun never sets, which might be a perfect settings for a solar power station.”
Still, the pressure by promoters of nuclear energy on NASA and space agencies around the world to use atomic energy in space is intense—as is the drive of nuclear promoters on governments and the public for atomic energy on Earth.
Critically, nuclear power systems for space use must be fabricated on Earth—with all the dangers that involves, and launched from Earth—with all the dangers that involves, and are subject to falling back to Earth and raining deadly radioactivity on human beings and other life on this planet.