Raise the speed limit to fight global warming!

In Great Britain, reports the Telegraph, "Holidaymakers are facing such severe delays at airports they are being forced to spend more time stuck in queues than on their flights ... ."

Not that things are much better in the US, according to Slate:

For frequent fliers, it is clearly the worst of times. In the first quarter of 2007, only 71.4 percent of flights arrived on time, and 19,260 passengers were involuntarily bumped—up 13 percent from the year before. In July, 16,988 flights were canceled, up 54 percent from July 2006, according to FlightStats.com.

Now consider this news report in USA Today when the science fiction (and I do mean fiction) movie, The Day After Tomorrow, was released. Reported Ben Mutzabaugh,

NASA scientists say condensation trails from jet exhausts create cirrus clouds, likely trapping heat rising from the Earth's surface, according to a Reuters report. In fact, those scientists say that could account for nearly all the warming over the United States between 1975 and 1994.

Not only that, but jet engines exhaust tons of carbon dioxide into the atmosphere, and at high altitudes. The paper reported elsewhere,

... On a New York-to-Denver flight, a commercial jet would generate 840 to 1,660 pounds of carbon dioxide per passenger. That's about what an SUV generates in a month.

So it's less polluting to drive than fly, right? And it appears that is is rapidly becoming just as quick to drive as fly on not only short-range flights, but increasingly on medium-range flights as well.

So here's my global-warming-fighting plan: significantly increase the speed limits on the nation's interstate highways. That will make driving rather than flying even more appealing, more financially attractive and less time consuming.

By "significantly increase" the speed limits, I mean to triple-digit speeds. The present limit in Tennessee in 70 mph. So let's reset it to 100, minimum.

Consider two comparisons:

Nashville to Memphis, 200 ground miles, flying Northwest Airlines flt. 457. Depart Nashville (BNA) at 0612, arrive Memphis (MEM) at 0715. Cool, just an hour, right? Of course not. You must arrive at the airport no fewer than 90 minutes earlier than flight departure (they say two hours, but let's assume you check no baggage). And you have to drive to the airport, call that 30 minutes. So you leave home at 0412. Three hours later you arrive at the Memphis airport and have to spend another 30 minutes, minimum, getting to your place of business for the day. Use more time if you checked baggage.

So you spend 3 1/2 hours getting to your destination in Memphis from your Nashville home.

If you drive, Google Maps says it would take 3 1/2 hours just to drive from BNA to MEM. Of course, you wouldn't start from BNA or end at MEM, so shave a half-hour. Still, many business travelers would consider the extra half-hour spent flying to be worth it, especially if they can use the down time to work.

So let's raise the speed limit to 100 mph. Using the same route, BNA - MEM, uses 205 interstate miles. Some of this is too congested to permit high-speed driving, probably about 20 miles. Heck, to make it easy let's say 25 miles. So you cover 180 miles in 1 hour, 48 minutes and the other 25 miles in as many minutes. That leaves 16 miscellaneous miles left, which might take you another 25 minutes. Total time, 2 hours, 38 minutes. You save, basically, an hour.

I would guess that a lot of people would find saving an hour worth driving, especially if it puts them back home that much earlier, also (or a combined two hours earlier).

Second example: my home in Clarksville, Tenn., to my Wake Forest University in Winston-Salem, NC, where my son matriculates.

Clarksville to BNA, one hour. There are no passenger flights to Winston-Salem; you debark at Greensboro’s airport. There are no nonstop flights from BNA to GSO; you have to go through Atlanta, Cincinnati or another city. I’ll use the shortest travel I found on Orbitz. You depart BNA at 1024 and arrive at GSO at 1347, making air-travel time of 3 1/2 hours. Add the hour getting to the airport and another 90 minutes for security before flying, as above. Then add 37 minutes driving your rental from GSO to Wake. The add another 20 minutes at least for putz-around time at the GSO terminal itself, and your trip comes to 417 minutes, or 6 hours, 57 minutes.

Three minutes shy of seven hours - that's only 47 minutes shorter than driving at present speed limits.

Driving straight from Clarksville to WFU at present speed limits, says Google Maps, takes 7 hours, 44 minutes. (Google says the distance is 491 miles, but it's actually 480 miles. I’ve driven it many times, but I’ll let it pass.)

The vast majority of that 491 miles is high-speed worthy, call it 90 percent easily, or 442 miles. So that’s 265 minutes. The other 49 miles will take about an hour since it’s almost all either low-speed-worthy interstate or major thoroughfare. Add another 12 minutes for a refueling stop. Total trip time: 5 hours, 37 minutes. Time saved: one hour, 20 minutes.

So, since even SUVs are many times less polluting than jet liners, especially of carbon dioxide, then would it not make sense for the global warming alarmists to lobby for raising interstate speed limits to make driving more attractive than flying for many trips?

Oh, wait, I forgot.

Update: Don't forget all the other, non-fuel pollution the airline industry produces - thousands of tons of food packaging per day, for example. Also, the average wait with engines running waiting to get to the head of the line to takeoff has been growing rapidly; in fact, some major airports have routine waits of an hour. And the engines are running the whole time. How can airlines get away with this? They either build in the wait time to the schedule or simply ignore it. Here's why - an on-time departure is neither when the liner pulls away from the ramp, nor when it actually takes off.

An on-time departure is accomplished when the captain releases the aircraft's parking brakes within a small +/- window of the scheduled departure time, as signaled by the "Aircraft Communication Addressing and Reporting System (or ACARS)." Link:

This computer transmits the "out", "off", "on" and "in" times for the flight. The "out" time starts when the captain drops the parking brake with the main cabin door closed. The "in" time is recorded as the last time the parking brake was applied. The main cabin door opening sends a signal that transmits the "in" time. Unless the captain reset the brake while waiting for the door to be opened, that time is what is recorded

So, the door may open 20 minutes after scheduled arrival, however the time that is transmitted may very well be D.O.T "on time" if the last application of parking brake was within the time limits. Once the chocks are in, the brakes are then released (they can get hot otherwise), so if it takes 10 minutes to open the door after that, the time that is recorded will still be the last time the parking brake was set. That said, you can have an "on time" departure as well- even if you sit at the gate for half an hour, because as soon as the brake is dropped the flight is "out".

But wait, there's more!

As anyone who has flown recently can probably tell you, delays are getting worse this year. The on-time performance of airlines has reached an all-time low, but even the official numbers do not begin to capture the severity of the problem.

That is because these statistics track how late airplanes are, not how late passengers are. The longest delays — those resulting from missed connections and canceled flights — involve sitting around for hours or even days in airports and hotels and do not officially get counted. Researchers and consumer advocates have taken notice and urged more accurate reporting.

Realistically, I should factor in the high probability (about .25) in my examples that the plane trips will be late, delayed or canceled. Of course, that's possible with auto trips, too, but 25 percent of the time? Nope.

A couple of commentators pointed out that the average airliner is more full, as a percentage of capacity, than the average passenger car. True, but it only worsens the problem for airliners because the highest occupancies are found on routes and times that are already so jammed with planes that adding capacity isn't possible even though passenger loads still increase. The result? More delays and more time planes spend sitting on the ground spewing CO2 into the air while not moving anyone. Example:

Let’s use Los Angeles International as an example. At any given time, the most number of runways dedicated to take-offs is two. But if you look at airline schedules, there are currently more than 35 take-offs scheduled for 8 a.m. each morning. Assuming at least a two- to three-minute minimum time separation between each take-off, you don’t have to be a member of Mensa to figure out that a lot of folks will not be taking off at 8 a.m.

But if the captain releases the parking brake at 8 a.m., the plane is on time for departure, even it takes off at 9:30.

Folks, I never sit in my car idling for an hour waiting for the rest of my family to come out to the car or waiting for my driveway to be clear for driving away.