Transcripts For CSPAN2 Key Capitol Hill Hearings 20240622 :

domestic co2 emission standards. third, potential domestic reporting requirements for aviation manufacturers under the clean air act. epa has proposed endangerment findings focus on six key greenhouse gases but we concur with this approach with caveats. we agree with epa the assessment scientific uncertainties on the climate impact of nitrogen oxides or nox and water vapor emitted at altitude remain high enough so as not to address them in this initial endangerment finding. science with black carbon to climate change on the other hand, is clear. black carbon was identified as the second most important contributor to anthropogenic emissions in 2013 to. to reflect the latest icp should consider incorporating black carbon in its final aviation endangerment finding. also while we do not support integrating crude nox under the endangerment finding, epa should consider expanding its existing nox reporting requirement for aircraft, engine manufacturers, landing and takeoff emissions to include crude emissions. icao has outlined two general approaches to the applicability of an international co2 emission standard in the first approach only new aircraft designs being typed certified for the first time be required to comply. in the second, that all the aircraft delivered after a certain date, that is, both new design and new in production aircraft, would need to pass. based upon our analysis covering all new aircraft delivered after a certain date will be necessary for the standard to significant reduce emissions beyond business as usual. since a new type aircraft are rare, our analysis suggests that a new type only standard beginning in 2020 would only cover about 5% of the global fleet in 2030. as opposed to a requirement after affecting all new aircraft which could cover more than half of the global fleet that year. furthermore, we do not expect a new type only standard to reduce emissions below business as usual because of the definition that icao has chosen due to technological feasibility. in 2013 icao decided only technology as widely as available for deployment in 2016 across multiple aircraft types will be considered in establishing stringency. a standard implemented in 2024 new applications for type certification will affect aircraft types with entry into service of 2024 or later. this time lag combined with a decision that at most a standard to require state-of-the-art 2016 technologies when implemented means that even the most aggressive standard will lag the fuel-efficient of new type aircraft would enter into service. for these reasons we conclude that covering all the aircraft will be required to meet the purpose of the standard to reduce emissions beyond business as usual. odds dignity we believe that an international and/or domestic, co2 standards should be set to require at least state-of-the-art 2016 technologies for new aircraft type certified after the standard takes effect. icao is also investigating a tiered approach under which deliveries of new and production aircraft or models that are type certified before the standard takes effect may have separate target apply to them. ending additional analysis, and/or stringency love may be appropriate for those types but still within the highest three levels identified by epa in the anpr them. on timing and order to minimize the number of years underneath a predatory level lags us as you to craft a standard should be applied for new types as early as possible. in this case 2020. early implementation for new in production aircraft even in 20242023 is also preferable. finally, since good discussions on international emission standards assume a static stringency level, it would be appropriate for the us to press for early icao review of any international co2 standards starting in 2019 so that the update of requirement are in place to drive additional technology development beyond 2020. regarding manufacturing reporting requirements, we recommend that epa consider adopting a domestic reporting requirement for crude co2 and nox under the clean air act. icao is concerned the development of the voluntary database for co2 only. we believe details mandatory reporting is necessary to ensure transparency and a level playing field across manufacturers. finally, as noted before we believe that a collection of nox data collectively would help improve our understanding of the climate impact of aviation nox emissions. epa would need to analyze the cost and complexity of developing measurement and reporting protocols for crude nox if it decides to pursue this approach. are more detailed comments will be similar to epa in writing in addition to submit an update to the 2009 study referenced in the anprm entitled efficiency transfer new commercial jet aircraft to the public docket. the two studies together highlight the importance of a meaningful co2 emission standards of the u.s. aviation greenhouse gas emissions reduction plan. thank you for the opportunity to comment here today at the epa is continuing work on this very important topic. >> minus nancy young. on the vice president of our mental affairs or airlines for america representing the major passenger and cargo airlines in the united states. we appreciate this opportunity to testify regarding epa's proposed findings on aircraft greenhouse gas emissions and advancement of proposed rulemaking. as a record of our members demonstrate we take our role in controlling greenhouse gas emissions very seriously. for the past several decades u.s. airlines have dramatically improved fuel efficiency and reduced carbon dioxide emissions by investing billions in fuel savings aircraft and engines, innovative technologies and cutting edge route optimization software. as a result, although u.s. airlines comprise 5% of u.s. economic activity, they account for only 2% of the greenhouse gas emissions inventory. the industry improved fuel efficiency 120% since 1978, saving 3.8 billion metric tons of carbon dioxide emissions, the equivalent of taking 23 million cars off the road each of those years. further the u.s. airlines carried a 20% more passengers and cargo in 2014 than they did in 2000, while emitting a% less carbon dioxide. despite the industries strong record to date, however, we are not stopping there. the u.s. airlines are active participants in a global aviation coalition that is committed to 1.5% annual average fuel efficiency improvements through 2020, and carbon-neutral growth from 2020 subject to critical aviation infrastructure and technology advances achieved by government and industry. our members are keenly focused on these advances both a national and international levels. for example, the u.s. airlines are partnering to modernize the air traffic management system and to reinvigorate research and development in aviation and environmental technology. in addition we are dedicated to developing commercially viable sustainable alternative aviation fuel which could further reduce aviation greenhouse gas emissions while enhancing u.s. energy independence and security. a4a is a founding member of the commercial aviation alternative fuels initiative, a public-private partnership with faa and other stakeholders that is working on the development and deployment of such fuels. having help lay the necessary technical groundwork, a4a members have already begun to use bio jet fuel on commercial flights. further our industry coalition supporting the development of a global carbon emissions offset mechanism that could be used to fill the gap should concerted industry and government investments in technology, operations and infrastructure measures otherwise not allow us to achieve our goal of carbon-neutral growth from 2020. it's against this backdrop that a4a welcomes the opportunity to submit a full set of comments on epa's proposed findings and anpr to august 31, deadline. for purposes of this hearing a4a it offers five preliminary observations. first, a4a concurs with epa that it is appropriate for the agency to limit its endangerment and cause or contribute findings to the six well mixed long lived we house gas emissions. as e.p. points out in its proposal aircraft only in it to a the sixth emissions are 99% of which is carbon dioxide. as carbon dioxide is directly related to fuel burn and with jet fuel as the number one cause for commercial airlines, a4a members already have a powerful incentive to continue to reduce co2 output. second, a4a urges epa to keep our industry strong fuel efficiency record, relative greenhouse gas emission contribution, global sector commitment squarely in mind as the agency proceeds. indeed, commercial aviation accounts or 2% of the nation's greenhouse gas emissions inventory while the sources epa previously has sought to cover with greenhouse gas emissions regulations on pro-democracy goals and power plants, respectfully account for 23 and 31%. third, given that industries demonstrate fuel efficiency record and economic incentive to continue that trend there's a real question as to whether any epa regulation of greenhouse gas emissions from aircraft engines is needed. that said, as aviation is a global industry with airlines operating internationally, and manufacturers selling the aircraft in international markets, it is critical that aircraft emissions standards he set at the international level and not impose unilaterally. accordingly, we appreciate the direct engagement of epa and the faa and then the development of aircraft carbon dioxide certification standards at the international civil aviation organization, the united nations body charged with setting standards and recommended practices for international aviation. not only is the icao process for setting aircraft standards highly rigorous, but the icao criteria for adopting such standards aligned well with the criteria under section 231 of the clean air act. four, a4a strong supports epa's stated intent to adopt the future icao c-2 syndication standards into u.s. law, consistent with the clean air act, it's treaty obligations and in our with the international community. finally, a4a urges epa to take note of the fact that the future icao c-2 certification standards for new aircraft is but one arrow in the aviation industries quiver for meeting its emission goals. faa's nextgen initiative, public-private research and development partnerships are collaborative efforts to deploy sustainable alternative aviation fuels at commercial scale, and a vast array of additional operational and infrastructure initiatives being undertaken by airlines, airports, manufacturers and other stakeholders are also critical arrows in that quiver. commercial aviation has an important role to play in how america responds to climate change. be assured that a4a and our members are committed to doing our part. thank you. >> good morning. i'm nancy kruger, campy director of the national association of clean air agencies. thank you for this opportunity to testify and provide preliminary comments of nacaa on epa's proposed aircraft endangerment finding and advanced proposal making seeking input on icao's ongoing development of international aircraft standards for co2 and also the potential forthcoming development by epa of aircraft carbon dioxide emissions standard. nacaa as a national nonprofit nonpartisan association of air pollution control agency in 41 states, addition of columbia, for territories and 116 metropolitan areas. our members, professionals and our member agencies of a vast expense in improving air quality in the u.s. and our testimony is based on that experience. first with respect to endangerment finding, nacaa commends epa and supports it on its proposal to find that concentration in the atmosphere endanger the public health and welfare of current and future generation within the meaning of section 231 a. of the clean air act. to find that emissions of certain aircraft classes cause or continue to air pollution that endangers public health and welfare and also uses the same definition of air pollution under section 231 a. as the agency used in making its 2009 endangerment finding with respect to motor vehicles. epa states its proposal at the 2009 endangerment 50 is from established and well settled and there's no need to reopen or revisit it nor to make additional finding under section 231. nacaa agrees and supports epa's proposal to make such additional finding out. epa's proposed planting under section 231 sets the stage for harmonizing international and u.s. aircraft security mission standards. with icao expect to adopt a national standard answer as february 2016, we appreciate epa's request to the anpr for input on establishing the standard and the potential use of clean air act section 231, to adopt in government the icao standard domestically. nacaa support the united states continued support for adopting an international standard as well as epa adoption of a domestic standard that will address this category in a significant way. aircraft represents the single largest u.s. transportation source of greenhouse gas emissions not yet subject to greenhouse gas standards. clearly this is a sector that marriage regulation commensurate with other transportation sectors. icao and epa must establish as rigorous and comprehensive a regulatory package as possible. in the u.s. this is especially critical because state and local air pollution control agencies do not have authority under the federal clean air act to regular aircraft emissions beyond the limits set by epa. accordingly nacaa offers the following overarching to limit comment on three key issues highlighted in the anpr, timing and strangest of aircraft into a mission standards. icao is considering various approaches you to build of aircraft seem to standard with a fundamental question being whether that standard should apply to a to in production airt or only to complete the aircraft type design. nacaa believes it is essential that the standard applied to both in production aircraft a new type design that the definition of in production be any covert aircraft reduced after the compliance deadline. we simply cannot forgo the emissions reductions regarded from production engine and find no persuasive reason to forego them. on the issue of timing, nacaa recommends a standards take effect us as possible, by 2020 for new aircraft type and by 2023 for in production aircraft. nacaa is still studying the c-2 stringency options identified by epa in the anpr. howeveranpr. howeveranpr. however, we can see now are association strong encourages icao and epa to set a standard that is as strange as possible into this category technology forcing rather than technology following. nacaa would like to touch britain on a few additional issues related to aircraft's you to emissions standards at first we recommend engines associate with but not part of an aircraft also be addressed i aircraft seem to standards, key among these are power units. second we recommend epa pursue opportunities for establishing standards for in these aircraft which for example, can be retrofitted with winglets to say that fuel. third although the standard at issue here is for co2, it is all those the potential for additional nox initial reduction to encourage epa to analyze this careful and take steps to maximize reductions. finally, much i want to force the establishment of an international aircraft seem to standard, through icao, a domestic standard that reaches the full measure of protection from this fourth category is critically important. therefore, we urge epa be prepared to adopt a more rigorous program and standard than icao if the international standard falls short, including with respect to items we've raised in his testimony. in the coming weeks will continue to study these and other issues with their ttp is opposed engagement finding at anprm offer additional comments in writing by the deadline. anytime we appreciate this opportunity to share our views and look forward to continue to work with you on this important initiative. thank you. >> thank you all for your thoughtful comments. i appreciate that. the agency appreciate your comments. let me now call the second group of speakers up, please. thank you. in the second group we have mr. eric white from the california air resources board. junkie pete -- joe depete and james lee, member of the public. >> and kiss her everybody's purpose, into the mic nice and loud so we can year. thank you. >> good morning. thank you for the opportunity to testify before to do other proposed endangerment findings and advance notice of proposed rulemaking for greenhouse gas emissions from aircraft. my name is eric white. and chief of the mobile source control division at california air resources board. the air resources board is the cowboy state agency responsible for meeting federal air quality standards and coordinating estate activities to reduce greenhouse gas emissions. we will be providing written comments. however, either today to emphasize the need for strong national greenhouse gas emissions standards for aircraft and to reemphasize the unique opportunity that you have to be a global leader producing aviation emissions. i'd like to begin by returning part of the testimony provided by our chairman in 2008 at the hearings for regulation of greenhouse gases under the clean air act. at that hearing chairman nickles said climate change is a real and urgent threat to our communities, our states and our nation. over the past 100 years we have experienced a seven-inch see rise, eroding our coastal communities at threatening critical infrastructure. in the winter more of our precipitation in california is falling as rain and snow into less water availability in the critical spring and summer, in effect veterans with the most productive agricultural regions in the world, and it the other nations export economy. climate change is also a major factor in our longer and more severe wildfire season. it is predicted that without major efforts to reduce greenhouse gases come in this century, california will seek a one to two sea level rise, 75% loss in snowpack, twice the frequency of drought years, and 55% more large forest fires. our comments are even true today than they were seven years ago as demonstrated by the severe drought and wildfires that are gripping california even as i speak. the passage of california's assembly bill 32, the global one solutions act, establishment of the world's most comprehensive and ambitious greenhouse gas reduction programs. and position california to be on the forefront of addressing climate change emissions. however, in some sectors such as aviation, california and the various states are depend on the federal government to set the most aggressive standard feasible. in that vein the clean air act provides the u.s. epa with both the authority and the responsibility to do what california any other states cannot do by themselves. today i speak before to support the endangerment findings that greenhouse gas emissions from aircraft cost or contribute to air pollution that may be reasonably anticipated to endanger public health and welfare. as stated in california's 2007 joint petition for aircraft emissions will making and comments on the 2008 advance notice of proposed rulemaking for greenhouse gases under the clean air act, the overwhelming scientific data support the claim that air pollution made up of the elevated atmospheric concentrations of the -- integer both public health and public welfare. since that time new scientific assessments have further substantiated that after the effect of emissions. as asserting 2007 the u.s.a. has the obligation under section 231 of the clean air act, setting stand up quickly once the endangerment finding is made. as noted, aircraft emissions make up the third largest u.s. transportation source of ghg is after mission some light duty vehicles and medium and heavy-duty trucks. the aircraft of ghg emissions, 11% of the u.s. ghg emissions from transportation our credit all other transportation sources combined that come after it. remains the single largest unregulated ghg committing transportation source in the u.s. furthermore, it is estimated u.s. aircraft will exit the largest growth and ghg emissions amongst all transportation sectors. as such it is imperative that the sciences and expedition action they carry out just in ghg emissions from aircraft. arb recognizes the international civil aviation organization isn't just better to promulgate a co to aircraft emissions standard. while this is a promising initial step in controlling ghg emissions of aircraft, historically icao emissions standards have been technology following, not technology forcing. as such a or b. is concerned the standards eventually adopted by icao may not sufficient reduce ghg emissions pass it business as usual scenario. arb support for the international establishment of aircraft emissions standards that are as stringent as possible, and in absence of a strong showing by icao, we urge u.s. epa to extend its regulatory authority further adopt co2 emissions standard that will be forward him a double for technology development and provide accelerated reductions. there are a variety of both aircraft design and aircraft engine technologies under development which showed tremendous promise in furthering national and california ghg emission reduction goals. and issued should be considered part of this revelation or arb recommends u.s. epa also look at the use of bio jet fuel as a method to reduce ghg emissions from a wells to we'll basis, these fields can have substantial impact on reducing ghg emissions from aviation. going beyond the business as usual often means the standards must be adopted not applicable both to aircraft models that are in production, after the effective date of the standard, as well as future aircraft type. arb also supports an additional reporting requirement for aircraft crude co2 emissions rates to the importancimportanc e of collecting data to ascertain regulatory compliance as well as to inform policy decisions on future co2 emissions reduction opportunities. the reporting requirement for the standalone or in conjunction with an emissions standard for both new and in production aircraft i prefer the asacol, to the co2 emission standard arb encourages u.s. epa to seek additional aircraft related reduction opportunity. these include retrofit requirements for existing in use aircraft with fuel-efficient technologies and reducing emissions amongst only power units on aircraft. arb also encourages u.s. epa to consider regulations to further reduce aircraft engine criteria pollutants, particularly oxide nitrogen to the mitigation of aircraft related emissions remains a critical part of arb's emission reduction strategy and arb is working to do its part by ensuring other aviation related emission reduction opportunities, pursuing other opportunities. for instance, in the near-term arb will consider measures to reduce emissions from ground support equipment, airport shuttle buses and other on this old airport would emissions. in closing, and the event that icao fails to adopt a meaningful aircraft sued to emissions standard by next february, efforts goldfarb emphasis as usual, arb urges u.s. epa to act independently of icao and established a strong national co2 emissions a standard without further delay. california believes it is clear the u.s. epa has authority to impose more stringent regulations that icao on u.s. aircraft and engine manufacturers, and we believe the overwhelming scientific data has proven that aircraft ghg emissions to endanger public health. therefore, u.s. epa has the obligation under section 231 of the clean air act to set emission standards as expeditiously as possible. decisive and timing regulation of the ghg sources is critical to make our state and national ghg goals. thank you for your time. >> thank you, mr. white. mr. to pete, the floor is all yours. >> good afternoon. thank you for the opportunity to present to support a public hearing. i'm captain joe depete, i servie the first vice president of the air line pilots association international advisor also as a national safety coordinator. i'm also a fedex pilot and a captain that flies the a 300. alpa is the world's largest official airline pilots union. with more than 52000 members who fly for 31 airlines, in the united states and canada. i'd like to give alpa's view on the epa proposed finding regarding greenhouse gas emissions and its advanced notice of public rulemaking. but first, however, i'd like to provide some context about why we are passionate about this subject. i will also talk about the positive difference to use airline to make and reduce emissions while safely transporting one and 2 million passengers and more than 63,000 tons of freight and mail each day. airline pilots literally sit at the intersection of technology. aircraft operating procedures, traffic control procedures and techniques and varying aircraft capabilities. this gives us a unique vantage point from which to manage our aircraft capabilities in such a way as to burn less fuel while operating as safely and efficiently as possible. alpa's principal goal is to further the advances in aviation has already made toward reducing greenhouse gas emissions, and improving the efficiency of our industry while maintaining or improving on our current level of safety. improved engine and aircraft engine technology have resulted in significant reduction in harmful emissions, increase reliance on satellite-based navigation would lead to even more significant reduction. in addition these improvements contribute to the need to ensure ongoing viability and sustainability of the airline industry. fuel is the largest single expense, airline employers face. in addition to the need to act responsibly and five airlines have a very strong motivation to save to find ways to use as little fuel as possible and look for alternative fuels that are not only less expensive but also have less effect on our environment. the simple fact is that whatever affects our employers ultimately affects pilots as well. we have a similar financial incentives to help them conserve fuel. pilots work with the companies and air traffic control on a daily basis to save to reduce fuel burn while airborne and on the ground. additionally, our membership is cognizant of the need to protect our environment, just like the airlines. we strive to do that on every flight within the bounds of safety, which is of course our primary focus. alpa strong supports reducing aviation's already small percentage of contributions to greenhouse gases while at the same time preserving the economic viability of the airline industry. these two goals are complementary. as fuel and operational efficiency continue to improve, economic viability is enhanced. air transportation is a significant portion of the mass transportation system in north america. u.s. airlines transport about 775 million passengers, and carry about 23 million tons of freight and mail each year. aviation argue because of the most successful record of any sector in the economy in limiting its impact on the private while simultaneously increasing productivity. had. we also use airframes that are lighter, stronger and create less fuel burning a drag. compared to 1972, the north american airline industry now carries six times more payload using 60% less fuel per flight. is a significant number it is reduced by 95% the number of people significantly impacted aircraft noise. because of these offenses, airline domestic travel accounts for only 2% of all greenhouse gas emissions, while accounting for about 5% of the gross national product. the bottom line for alpa is that we are strong advocates for staying the course when it comes to improving fuel efficiency through new technology. airlines must be able to afford to invest in new, more efficient aircraft engines that reduce the impact on the environment which has been the key to their success. concerning the epa's announcement we are pleased the agency is working with the icao committee on aviation environmental protection and is engaged in developing a future aircraft certification standard for co2, carbon dioxide. we urge the agency not to exceed a standard which is slated to be considered for approval of february 2016. icao is a unique, and in a unique position to collaborate and develop for standards will be adopted by member states including a united states and canada. going beyond these agreed to stand could have a detrimental effect on our airlines. alpa is a strong proponent of a level playing field for all airlines. the creation of a u.s. specific emissions standard that is more stringent than that used by other icao nations would put our carriers at a distinct financial disadvantage without a benefit to the environment. regarding the advanced , does i believe in you emissions standards requirement to aircraft should involve retrofitting of in service aircraft or aircraft already on order. the standard of only two new types of aircraft that i get to be certain that does not to cause an undue financial harm to the airline industry. i wish to thank you again for the opportunity to speak with you today. i would be pleased to take any questions that you might have. thank you. >> my name is james lee, i'm from south carolina, i'm a citizen. what is the epa claiming that six of greenhouse gases emitted from plantar threat to human health on the clean air act while doing nothing to address ongoing lawsuits over alleged aviation gasoline or the real health concerns of stakeholders worldwide? cancer-causing heavy metals in fuels in the additive and aviation it is clouding. you, vba, claimed the authority to regulate aviation emissions under the clean air act, a law that should protect us from the affirmation boy solution for the definition of pollution is being perverted to me climate change gases in what can only be called a violation of the spirit of the law. air pollution which may reasonably be anticipated to endanger public health or welfare, that's a quote, as you can see by the oregon clean air act, lead, and toxic chemicals present a greater danger to public health than greenhouse gases no matter how much plant science you acutely. furthermore, material waste and data sheets of aviation fuel and at this almost always contain the same morning, do not dove in the water. yet while fuel dumping or burning these chemicals, dangerous chemicals and then dumping them into water is somehow safe. finally, by great effort to define bio accumulation about magnification studies on precipitate aviation pollutants, none seem to exist. the epa and obama administration are ignoring global outrage over the most visible climate change concerns from airplanes, cloud creation. do a search for the word contra on the internet and you will see millions of concerned citizens look up and wonder what in the world are they spreading. despite what you may think of the marriott of maladies attributed to these clouds, the global outrage is nonetheless clear. they are right to be worried, and we should all become so. the epa's claim that co2 is a greater threat is based on incomplete data that downplays the effective contrails on the climate. the fourth assessment of contra radiated forcing only accounted for linear contrails meaning any contra the spread insurance industries cloud was not accounted for. how significant is this heat trapping contrail conundrum? quote contrails for my aircraft can evolve into cloud interesting visual from those borne naturally. they spreading contrails me because in more climate warming today at all the carbon dioxide emitted by a craft since the start of aviation. another researcher stated a single aircraft operating in conditions that will focus is a contrail formation figures -- some 5000 times greater than the estimates of average contrail force from the entire civil aviation fleet. -- why did i lose my place? although this research has now been incorporated into the computer models and revised down, and wiping these claims highlight gaping holes in climate science. as of 2013 quote aerosol cloud interactions are one of the main uncertainties in climate research. scientific understanding of how contrails transition into cloud is severely lacking a rapidly evolving with the latest research showing that serious clouds are filled with metal aerosols from human sources. quote the big when we found is led. no, from things like tetraethyl lead in fuels still used today in light vacations is probably the biggest metal that we find or the most frequent medal that we find, and we find a whole host of different metals actually. apparently small amounts of metal particulates have major effect on cirrus clouds. quote it would seem you would have to change all of the aerosol and atmospheric are radically to get a big effect on the clouds but because of mineral dust and metallic particles are such a small amount of the particulate matter, just a% negritude, mutual interchange about a% equity of the particles to get a big effect on these clouds. the latest research cast doubts on the contrail assumption and requires serious consideration whawould addressing the real climate change impact of aviation. high altitude metals industries cloud opposition are likely coming from landed gas an engine exhaust the contrails are making these clouds a small changes that mr. metal have much impact on serious cloud creation. cirrus clouds track key, like lava greater impact climate change impact in co2. finally aviation is clouding his endanger future growth in solar energy affected tourism, spending, and is projected to make terrestrial astronomy impossible by 2050. geoengineering scientist, nasa, faa, dot and international order partners are discussing the use of biofuels and so for the jet fuel for contrail control. this, and cirrus cloud seeding with -- two of these clouds away. the epa should be directly involved in these discussions. as a result of these recent filings, i saw him go to the epa to consider expanding the scope of this engagement to include metal particulates and cloud formation from jet exhaust. indeed, -- eba complies they will protect us from metal aerosols attributed to alzheimer's, autism, cancer and a plethora of other to public and assisted in the epa is truly concerned about aviation and his climate change they will regulate the production of contrails and cirrus clouds which change our climate to a much greater extent parent to some of the six greenhouse gases named in this proposal. regulating heavy metals in aviation it is clouding this will be meaningless without proper verification or even to icao members sign a binding agreement to use only certain chemicals, we on the agreements and regulations are useless without proper verification. therefore, i request mandatory random testing of jet exhaust be immediately implemented. this is the most important step the epa can take to follow the spirit of the law, do its due diligence to protect us from harmful pollution and get real world data to improve future regulations. most of the data beyond this engagement find it comes from research in highly controlled environments where most variables are known. we need verification of nine ideal situations where fuel solid, contamination or improper maintenance and in vastly different exhaust particulates than seen in lab settings. to achieve for vacation i proposed the epa randomly attach accounting probe to both foreign and domestic flights, then collect and analyze results to determine real world exhaust. alternatively ground-based light observations may be possible over high-traffic areas and prevent possible terrorist attacks using aerosol. either way you choose, we need verification and protection. in conclusion, the epa should expand its intended to include metal aerosols and cloud creation, create a verification system that includes all aircraft, protect us of aviation pollution, holds violators accountable and ca commit to ber scientific accuracy for future determination to thank you for this opportunity to speak on behalf of so many who could not be here. and thank you for listening to a layperson's view. on this subject. while i appreciate the efforts, this year group and the friends of the earth, if the epa told the aviation and is accountable, the poor people like myself how to live near these airports under these fuel dumps and under these cloud skies. i hope that some faith can be restored in our epa by your action here and now. to be icao that they will meet your demands and our demands, not the other way around. thank you very much. >> thank you, mr. lee. thank you for all of your comments. second panel. >> i'm going to call the next panel. this will be an apologist of adult pronounce edwards improperly. leslie riegle, doug wolf and michael saraceno. >> i'm director of environmental policy at the aerospace industries association. thank you for the opportunity to testify on epa's proposed endangerment finding, advanced notice of proposed rulemaking on aircraft greenhouse gas emissions. aia is the largest aerospace trade association representing the nation's major aerospace and defense manufacturers. we represent more than 300 u.s. manufacturing companies with nearly 1 million skilled employees. our members are recognized across the globe for manufacturing reliable, uncompromisingly safe aircraft to connect passengers and cargo helps defend our national security. our industry is heavily regulated and must pass grueling safety and air worthiness criteria on any aircraft or changes to existing aircraft. we never compromise on safety. aviation is a global industry and works under the united nations international civil aviation organization icao which is instead a global aviation standards are environments and safety for over 50 years. this globally harmonized model has worked well for the united states. the u.s. aviation industry has thrived on this global playing field as evidenced by the positive impact that we put on our national trade balance, and we hope to continue to build on this model as we develop new fuel-efficient the standards for aircraft. the commercial aviation industry has a strong environmental track record, including steady technology improvements and reducing aircraft carbon dioxide emissions over time. today's commercial aircraft are 70% more fuel-efficient than aircraft flying 50 years ago. grateful efficienc efficiency ts into reduction in aircraft fuel consumption and co2 emissions. the commercial aviation industry has achieved greater fuel efficiency and lower emissions even as it has grown. today more than 3% of global gross domestic product is supported by aviation, yet only 2% of global co2 emissions are attributable to aviation. it is for this reason that the commercial aviation industry is committed to building upon its strong environmental track record. the industry understand that climate change is a serious global and environmental challenge requiring incredible action. in 2008 the industry agreed to set of environmental targets to combat carbon emissions. they include improving fuel efficiency by an average of 1.5% per year from 2009-2020, stabilizing emissions from 2020 with carbon-neutral growth, and reducing carbon emissions from aviation by 50%, by 2050 compared to 2005 levels. the industry will meet these goals through improved aircraft to efficiency such as the introduction of new aircraft model with the latest fuel saving technologies and advanced propulsion systems, operational efficiencies, air traffic management system modernizations and improvements such as nextgen. and greater use of sustainable aviation biofuels. in addition are interested by way of competition and regulation must make certain that in achieving our co2 reduction goals we address other environmental considerations such as particulate matter and nox as well as noise. icao is the only international body in which aviation specific technological feasibility, economic viability, and environmental benefits and be evaluated together in shaping policy. it takes a comprehensive approach to respond to the environmental challenges facing the commercial aviation industry, including aircraft due to emissions standards. these interdependencies are critical to consider when any new regulation is proposed and incorporated into domestic law. the u.s. has agreed as one of the 190 parties to the chicago convention that icao has the authority to establish environmental standards for aircraft. epa's practice has been to adopt icao standards as its own for new commercial aircraft engines. the federal aviation administration with support from the epa and other federal agencies has followed a similar approach can send aircraft noise standards. we see no reason for the epa to deviate from this well-established practice in addressing aircraft co2 emission standards. the committee on aviation environmental protection, kate, is expected to adopt a final emission standards in februar february 2016 with full ratification by the hal a summit in september of 2016. this recommendation will be a result of years of data input, analysis and careful consideration your our members along with aviation colleagues, government officials, and ngos have been work at icao on xc2 standard for civil aircraft for over six years to ensure that this is done in the most educated and effective manner. as it has in the past epa should follow the well-established path at about the icao standards india's domestic law under section 231. doing so will ensure that the u.s. aircraft and engine manufacturers are not placed at a competitive disadvantage, vis-à-vis international competitors. moreover, it will avoid the interruption to air travel from the u.s. have they to enforce an aircraft emissions standard that is different from that adopted by other countries. i didn't on behalf of aia and its members i thank you for the opportunity to testify today the aia will be submitting comments related to her liking. >> -- to the rulemaking. >> good afternoon. thank you so much for having this important hearing. my name is michael sources in a, and i'm a citizen. while greenhouse gas emissions from aviation maybe only two to 2.4%, the global aviation co2 emission is almost equal the amount of co2 put out by the country of germany. others have talked about co2 strapped in a -- trapping amateur and causes harm to the earth i will ignore that to them. but the fact is the more co2 that is put into the atmosphere, that results in more combustion. i think one of the biggest concerns with the more combustion from aviation in the sheer increase in addition, the faa forecast that aviation will grow 2% per year reaching a billion passengers by 2029. and the issue with more combustion with not only more co2 but the fha modernization act that was recently passed in 2012 essential is allowing the faa to position-based navigation to save, yes, reducing fuel on dissent because they're not doing step down but what they're not telling you is that the faa is allowing the airlines to crop dust u.s.a., okay. and the reason why, how they're doing this is through nextgen our position-based navigation. they are allowing the airlines to pack in more planes in tight formation at much lower altitudes. we know from nasa that aircraft operations below 3000 feet decrease the ground level -- that's necessary in fact, and i'm submitting my testimony into the docket as well with all the references so you can feel free to look them up yourself. so we have all around this country the faa allowing, right, to change the highways in the sky across the u.s.a. and have not found one environmental impact your that's it. you can change the highway over the entire continental u.s., there's not one environmental impact that will impose on anyone or any person. is absolutely ridiculous. but the most support issue, the reason why this needs to be investigated further is that the more combustion that we have, the more landings and takeoffs every year impacts the people that went down wind from airports across the country. what's the difference from living downwind from a highway from living downwind to the airport? certainly both of those situations will give you downwind pollution. but the difference is, is that highways have noise barriers or pollution barriers and noaa has done studies that those barriers with vegetation prevent highway pollution, floating downwind into communities. where is the barriers today and went pollution from aviation? and most of that is the approach of the listed several studies that have done -- london heathrow, laguardia, a bunch of different studies that have shown that, in fact, airport particulates can reach as far as five to six, in some cases 10 nautical miles downwind from the airport. .. it's not genetic. it is environmentally induced pollution in the environmentally induced pollution is what is causing autism. we'll see a spike across the u.s.a. they can change the diagnosis or at the incidents. more children receive services today than they were and they will continue over the next 10 years. there is a heavy metal loaded and autism. we know that. that is why vaccines were pointed out. the heavy load in air pollution can in fact deposit in the hair and nails that these children and when they do the back at the hair and nails of these children come if they find a heavy metal disposition is significantly higher than typically developing children. they are exposed to toxic metals and that is from environmental pollution. the you see davis 2012 came out with a study that said the 2015 cause of autism related expenses are $260 billion in five-year 2025 eat anywhere between $502 trillion in related costs. we know aviation emissions have traced heavy metals. the byproduct is knox, sulfur. the aviation chapter contains 100 times more sulfur than diesel trucks. we can talk about autism but high pollution areas decreased i.q. of children and a very interesting thing is even when children had six comes seven years old they still did not catch it to their peers. the damage caused by low i.q., pollution induced and does have an effect on one of the most important things i will tell you. if you want to know how dangerous air pollution is, you have to look at the trend -- transgenerational. there was a study done that i have in the reference by tracey in 2013. they exposed mice to just doing what they sound as it didn't change the gene, but it changed the way the gene was expressed in the change in the way the gene is expressed for obesity got into the genome and was passed on to subsequent generations. this is why i care because my niece and nephews, my children could essentially marry somebody else's kid in a heavily polluted environment and the change in the genome can into the gene pool. george grandchildren and great-grandchildren can develop transgenerational epigenetic changes to environmental pollution. another way besides greenhouse gases and i will keep this brief , there is evidence to show persistent trails to walk the earth. they trap solar radiation and block outgoing infrared radiation and so there's that is done by nasa and what they found after the 9/11 attack is a one degree celsius spike between the maximum highs and lows in terms of temperature. they looked at skies about cotton trails after nine elevenths because the plane was grounded for three days and found a spike in the temperature range. cotton trails to change the climate. i will end with another nasa scientists talking about trails. this is old data. increase in surface and lower atmosphere temperatures by .36 or .5 degrees fahrenheit per decade. it could be too warming. i think that bruce cotton trails to have a temperature. the other thing you should know is we have more combustion jet aircraft in airplanes. the whole vicious cycle. they produce clouds. when they studied cotton trails spreading, they only study within the first few hours. the artificial cloud that is produced would not have formed if there would not of been a cotton trail in that area. these clouds are producing cars that would not naturally be there that changes the hydrological cycle, which is rain. the other thing you should know is when the engine at high altitude freezes from the ice crystals in the atmosphere is actually changing the vapor content in the atmosphere. the vapor content will have a change on regional climate change and and a thank you for having us here. >> minus doug wolf, i'm representing the center for -- thank you for soliciting further input concerning the agency's curse electorate to promulgate greenhouse gas emissions for aircraft with the center for biological diversity appreciate it. the center for biologicabiologica l diversity is a nonprofit organization with 800,000 members. it seeks to reduce greenhouse gas emissions another pollution to protect biological diversity, human health and welfare. the specific active include securing protection for species threatened by global warming and ensuring compliance with applicable laws another pollution in educating and mobilizing global warming and air quality issues. climate change is already upon us with unprecedented temperature increases, raising sea levels, extraordinary rates and more extreme weather events. efforts to quickly insert the curb and eliminate carbon pollution are essential if we avoid the worst effect of climate change. science tells us this requires emissions in the range of 35% to 65% to 2030 by 1990 baseline levels. to begin to approach levels come every significant carbon emission source must reduce the emission and aircraft industry has too long evaded every attempt to contribute its fair share. in fact, the co2 emissions compared to those countries would rank seven behind germany, ranking 150 other countries in the world. they are growing rapidly and unless epa puts in place stringent standard and increase traffic will cause the sector to become one of the fastest growing sources of harmful emissions and within the global community, the united states is by far the largest emitter of aircraft carbon pollution with the domestic and international flight contributing 29% of the total dumping into the sky is unchecked. the hugely disproportionate fashion. you must reverse the situation and cut emissions deeply and reject the patently insufficient measures proposed by the international civil aviation organization. we fully agree with epa's findings that aircraft carbon emissions endanger human health and welfare. we believe that this proposed binding was much too late in coming and urged the agency to make up for lost time by finalizing it no later than november 2015 through month after the close of the current common tree. we also urge epa to follow if npr will propose standards at the same times. there is no reason to raise the outcome of negotiations and even the most stringent measures under consideration would hardly make a dent in the problem. in fact, under the likely outcome of the international negotiations in 2035% of the global aircraft would be regulated and based on technology existence in 2016 for some 14 years behind 2030 technology. moreover the proposals that no-caps-on emissions in other words the proposals due next to nothing to affect business as usual and outcomes utterly incompatible with duties in the clean air act and the present climate action plan and climate science. epa should seize the opportunity to issue proposed emission standards at the paris climate negotiation in december this year. we are pleased to see epa's acknowledgment that the act authorizes to regulate aircraft engines but the entire aircraft. we add the delegation of authority under section 231 is extraordinarily broad and epa's explicitly authorized the standard for all classes of aircraft. moreover the epa recognizes the 2008 anpr of air traffic management. finally, should be technology forcing, not following. these premises in mind, epa should set standards not just for new types of aircraft but also aircraft currently in production and service should base them on existing missiles under development technology and should include air traffic management required that they reduce emissions. aircraft failing to retrofit achievable standard should be phased out. we urge epa to craft standards by employing an approach similar to standards for vehicles setting averages for new and in-service aircraft. the standard should be sufficiently strange it not only for the total emissions that cap but also introduce them for the aviation set their fear the center will be submitting written comments at the close of the comment. with other organizations in the thank you for the opportunity. >> thank you for all speakers at appreciate your comments and thoughts. i will now move to the next group of speakers. after i call you name, please, to the table. kathy kinsley for air use management. sue valdes, member of the public and andres restrepo from the sierra club. thank you. >> good morning. my name is kathy kinsley commit senior policy adviser with the northeast states for coordinated air management. we'd like to thank you for the opportunity to be here to testify and epa's proposed endangerment finding and on the advance notice of proposed rulemaking. that's calm is organization is a state in new york and new jersey and my testimony today here does not necessarily reflect the views of all of our individual state members. nescom supports epa's proposed binding under clean air act section 231 and endanger public health and welfare. support is consistent with the support in 2009 for epa's proposed endangerment finding for mobile sources. since 2000 rulemaking, climate science has only grown stronger. the latest science is summarized in the 2014 international panel on climate change, establishes the climate related rats are already affect interstate, our nation and the world. nescom supports epa's determination that emissions from certain classes of aircraft contribute to the mix of greenhouse gases subject to the rulemaking. we support development and adoption of aircraft greenhouse gas emissions standards for u.s. aircraft. in this regard we support a whole aircraft approach to adopting standards that doesn't focus solely on the engine. the whole aircraft approach recognizes emissions are influenced by aircraft weight, aerodynamics and engine specific fuel consumption. we urge epa to adopt greenhouse gas tenders for aircraft and production aircraft. that approach will begin to materially reduce greenhouse gas emissions in the next five to 10 years from project to business as usual levels and will be based on a reference scenario that reflects current aircraft performance. a reference scenario based on outdated aircraft performance will only be too inflated estimates of greenhouse gas emission reductions from current reductions. finally, nescom urges epa to take the opportunity with the rulemaking to revise the karen aircraft emissions standards given the continuing a team that problems in our region, the northeast region and the nation as a whole and the fact under the current process iko is unlikely to adopt new standards prior to 2022 of them. epa should take the opportunity to blackmail and establish a production cut off date of december 31, 2018 for the united states after which tear it not with standards will apply to the newly manufactured aircraft moved to tears six standards. nascar intends to submit more comments and again we thank you for the opportunity to be here today. >> thank you. my name is andres restrepo come associate attorney with the sierra club's environmental law program. sierra club was founded in 19 interim stands as the most active grassroots environmental organization in the united states a 2.4 million members and supporters as well as 64 chapters nationwide the club works to secure a cleaner environment for today's world of future generations of light. one of the most urgent goals is working to curb effects of climate change and we climate change in the climate change and we have to keep receiving immediate cuts to greenhouse gas emissions from all sectors of the economy. unless governments act now will be unable to avoid the worst impacts of climate change which include rising sea levels for extreme temperatures, more severe droughts and floods and enhance formation of harmful air pollution and widespread extinctions of plant and animal species. sierra club supports regulations for aircraft to mitigate climate change and for far too long u.s. aircraft have emitted these pollutants in the atmosphere. domestic and international flights contribute 30% of the co2 emissions far more than any other country. u.s. aircraft submit more than the entire economy of all but eight countries but not with the population below 80 million. furthermore emissions will increase by 50% over the next two decades of less restraints restraints are pros. the greenhouse gas emissions is entirely sound. the effects of climate change are so well documented they require no additional discussion here good under section 231 and endangerment finding triggers obligation issues and given the size and scope the pa must not deny the process in any way and in particular the agency must forge ahead without waiting the greenhouse gas standards of international aviation organization. the most stringent would come only 5% of aircraft to rely on 2016 technology and would not can't emissions from the global fleet. even under the best case scenario, standards will do little affinity to curb aircraft emissions. the united states must exhibit leadership in epa should move forward with strong effective standards of section 231. epa must adhere to several principles. agency must cover aircraft in near standards and this requires new design or aircraft that aircraft as well. epa will regulate rather than simply emissions for prevention may address categories in its regulation. notably section 231 does not constrain the authority and epa must take advantage of the aspect of the statute it expects to achieve reductions in the u.s. fleet. second in keeping with the spirit and purpose in contrast, standards must be forcing rather than following. the language makes clear that congress standards not to reflect what aircraft are capable of achieving that enhance the capabilities above what they would've been otherwise. section 231 provided the timeframe that would permit the development of application of the technology. epa must therefore am rich in technology that development technology as well. epa should consider an average program under section 231. regulation would allow the agency to achieve the emission reduction at the lowest cost. agency should address operational air traffic management practices which could provide opportunities up low cost. epa must require any aircraft designed to meet the standard will be retrofitted to achieve a two phased out it ultimately retire. it's critical to epa prohibit aircraft firm climate change ball better more efficient designs are readily available. sierra club appreciates efforts to move forward and we urge the agency to promulgate the strong effective forcing. the epa must take time necessary to develop appropriate well considered final rule and time is of the essence. the officials will travel to paris to negotiate an international leader around the world. stronger commitments to reduce greenhouse gases effectively and negotiating positions of the other countries. we strongly encourage epa to move ahead with regulations to achieve the best possible outcome. thank you for the opportunity to speak on the issue and look forward to the agency proposal in the near future. thank you. >> thank you for your comments and thoughts. i want to make one last call period last call. is sue galvez here? thank you, both. >> we will move onto group number five. could we hear from kate deangelis, amanda pays and david baake. >> thank you for the opportunity to testify an issue. my name is kate deangelis at friends of yours. research has shown they must keep 80% of the world's fossil phil reserves and to have a good chance of climate disruption. as the world's largest historical emitter, the united day special to the greater share of the burden for making emission reductions. in order to achieve the reduction to avert catastrophic climate disruption, the united states must take strides to reduce carbon pollution from every sector of the economy including aircraft. epa has started taking action. now the epa needs to show leadership and limit carbon dioxide emissions. global airline operations produce 705 million metric tons of carbon dioxide in 2013. the global aviation industry would rank seven included in country omission rankings just after germany's total country emissions. this factor is too big to leave unregulated and must take immediate action to reduce carbon pollution from aviation. greenhouse gas emissions from aircraft are responsible for more than 3% of the total united states emissions. others may not seem significant, emissions is one of the fastest growing sources of greenhouse gases in the world. also the largest emissions are some regulated in the united states. without regulation, carbon pollution is expected to triple by 2050. regulation is important because of the disproportionate climate impact of high-altitude aircraft emissions when emissions are higher in the atmosphere they have greater warming impact than at ground level. united states must must reduce emissions from aircraft as we account for large proportion of the world's aviation emissions. the united states demystified account for 24% of the aircraft carbon dioxide emissions than 35% of carbon dioxide emissions from international commercial flights. when they first began analyzing measures in 2008 at estimated greenhouse gas reduction available from engine allowed at 13.3%. despite this research shows for 2012 to 2014 the united states airline bill for all did not make in not make in a nephew efficiency gains if there's funny of improvements made as evidenced by the fact there is a gap of 27% from the most to least fuel-efficient domestic airlines. this demonstrates the industry's implement seemed carbon dioxide emissions. epa regulations would force airlines to adopt similar measures. epa has the legal authority of the clean air act to address submissions from aircraft. the authority to act is broad. the clean air act standards of pollution are many classes of aircraft that may endanger public health. the only restriction the law places is any rules cannot significantly increased noise or hinder safety. epa set solution standards for existing engines in 1973 but the standards not address carbon pollution. at the time the standards were introduced. the urgency of climate change was minimal. since then, scientific evidence to address pollution has become irrefutable. epa must take the opportunity to put forward was to reflect the need to take stock of meaningful action for reducing emissions. so far ikea has only succeeded in delaying action of debt to set any policies. but i'm expected to put for standards in early 2016 but they are likely to be incredibly weak and insufficient and there will not apply to the envious aircraft. the reduction exist to make far greater reductions than expected to mandate. epa should adopt findings that aircraft emissions endanger public health with no more than three months of the close of the comment period. in addition, epa must adopt regulations broadened scope rather than focus only on new aircraft engines any rows that epa put forward should include existing aircraft are not limit coverage to engines that the entire aircraft. epa should use authority to set emission standards for processes of aircraft in a way that is technology forcing to ensure the greatest emission reduction possible. epa should follow the example for medium and heavy-duty vehicles and establish averages are near an existing aircraft including those in service. standards must be stringent to significantly reduce them to the entire united states aviation sector over time. furthermore, epa should work with the federal aviation administration to develop standards up low carbon jet fuels. thank you for taking the time to consider make on that. >> adorning. my name is amanda base. thank you for the opportunity to speak today. for the past five years of documented aircraft emitting trails across the sky. i've taken hundreds of videos and thousands of photographs. many aircraft i've witnessed appeared to be sprayed something into the atmosphere. uneasy with my observations i wanted to know what was causing the aircraft to the visible trails that did not dissipate. i reached out to local, state and federal government agencies for information. what i experienced was disillusioning to say the least. when i caught the epa has told the faa handled aircraft emissions. when i called the faa, they told me to call the epa. i was shelled from office to office with no agency accepting responsibility or accountability. calls were not returned over concerns that were addressed. the advice i finally received from the epa was too higher plane plane and do my own testing. this is especially disheartening since i'd been led to believe the environmental protection agency was the ultimate protector of the entire event. additionally, epa advised me to contact department of environmental quality in the state of virginia. not surprisingly deq and for me they do not raid late emissions, don't go to airports and don't check what is loaded on planes. as per my request from ir to be tested for heavy metal, chemical or biological contamination was told the virginia deq could not be state monday to test materials. furthermore my complaint was in an area they had no authority to investigate. another dead end. i reported military jets for dumping fuel i spoke with terry chamberlain at oceana. mr. chamberlain blocked and formed into military regulates itself. needless to say they continue to dump unburned feel of residents close to the base. for several years and electronic reported airplane perdition but the form on epa's website epa.gov/tips. it was referred to me by a federal contractor working for the epa. i've always included contact information and identify specific aircraft that can easily be traced. no one from the epa has investigated any of my formally filed complaints. since i became interested in dangers of chemical spraying ended higher meant i've contacted the virginia pollution control board, national weather service, oceana, noaa, nasa, department of defense, brookhaven national laboratories, department of energy, department of homeland security, female, health department, department of travel, federal agents and operators from the virginia beach police department and even the white house all to no avail. to date, known date, no one date, known for many of the agency has investigated complaints. i was told to talk to my local representatives. every agency responded to my report detailing me of a scene condensation. aircraft engines emit water vapor but they quickly dissipate. was persistent and long-lasting. how can anyone reasonably conclude a particular aircraft emission is a cotton trail without testing it. that is unscientific and are responsible. trails as opposed to calm trails is used to describe emissions. there's a rise in international could turn about the existence of airborne chemical spraying bolstered by a growing body of scientific evidence. what is in the air we are breathing? one practice in california decided to have his hair tested for heavy metals at his own mix and. high levels of strom bay area more are covered. i have a copy of this lab results he voluntarily sent to me. i will post the document on my face the paige patterson started following us. could this contamination, and how do we know if agents these takes ownership of the issue to provide testing and usable data and ultimately regulate when required. it must be shared with other agencies and congress. there must be clear lines of authority protected. the stated purpose is to consider the full range of pollution generated by aircraft and the chemical spraying has become a worldwide phenomenon. protectors of the environment to act for citizens deeply concerned about the health of the world an individual's inhabitants. >> thank you or the opportunity to speak today. i am david baake, following the turn of the natural resource defense council. nrdc is a national non-profit organization that works on all matter environmental issues and we have 300,000 members nationwide. eight days ago administrator mccarthy laid out a powerful case for climate change. , changes one of the most important issues we face as a country and citizens of the world and affects everything we know and love. kids can the communities, ability to run a decent living. it impacts health, safety and livelihood and one thing is crystal clear action on the challenges of moral responsibility. administrator mccarthy is right. united states has a moral obligation to rain and dangerous climate change. epa has shown tremendous an admirable leadership going after emissions from cars and trucks and power plants and we'd need to exercise the same leadership when it comes to regulating aircraft. airplanes are the largest unmitigated source in the united states sector. responsible for 11%. 3% of total u.s. emissions in 0.5% of total global emissions. these are skyrocketing they asked back and increase between 2015 and 2035. it is indisputable that cause or contribute to pollution reasonably anticipated to endanger welfare for section 231 and epa should quickly adopt proposed findings. thereafter, epa must take a bold action to reduce emissions. the united states under president obama has pledged to produce economy wide emissions by 26 and 28% between 2005 and 2025. we must make good on the commitment. it's a moral spot ability. as the world resource institute has shown, we cannot do so without taking meaningful action to reduce aircraft emissions. thanks for the citation of my written comments but wr rod has projected the need to reduce aircraft emissions by 2% to meet the target. given the urgency, epa should propose that go far beyond options considered by ik. we would welcome a meaningful international standard and encourage epa to continue pushing ik to a greater string string -- stringency as others have urged epa to do. given authority committed to adopting technology standard and verity rolled out existing aircraft and it is clear the united states cannot deliver on commitments. epa can and must do more. fortunately the clean air act provides clear authority to suite in aviation emissions. epa recognized in 2008 the advance notice of proposed rulemaking under the clean air act, section 231 authorizes averaging system that applies to new and existing aircraft ,-com,-com ma drawing on authority from epa should propose a system stringent to aviation emissions by 2020 consistent with industry's commitment and reduced thereafter. we know this can be done. in 2010 at the request of then senator kerry, epa developed a scenario at approximate 250 million metric tons per year by improving efficiency by 2.2% between 2050 and 2030. epa noted that historically improved efficiency by 2% to 3% each year and similar improvements would be achievable the agency instead of improved operation in new aircraft technology including flow technology, light airframe and blended wing body design as possible contributors to such a reduction. these operational technological improvements are clearly achievable as well as give and we believe epa should use the study is the baseline and setting proposed domestic standards. finally epa should also consider the opportunity to retrofit existing aircraft. industry leaders have taken significant steps with cost effect is, safe retrofits. key examples are when attachments to reduce drag and improve efficiency by 3.5% to 4% per flight on trips over a thousand nautical miles. alaska airlines recently introduced scimitar winglet. a technical term. they reduce emissions by an additional 2% per flight which brings you up to 6% total reduction. since it is safe, epa should propose requiring it across the entire fleet. epa should work with the faa to develop standards to promote the use of low carbon jet fuels. jet fuels have reduced lifecycle g h. e. commissions. industry leaders already use fields on a commercial scale. alaska airlines using low carbon biofuel on regular was a short flight is 2011 and united invested 30 million a project to convert household trash to jet fuel for 20,000 bytes per year at a competitive cost. this record industry leader should work with the faa to develop an ambitious but achievable standard to complement the standard. in conclusion, epa should adopt the proposed findings as expeditiously as possible. the science here is indisputable. epa should continue pushing ik towards coverage of aircraft and should also prepare standard that go far beyond the options your organization is considering. specifically it is tangent to stabilize emissions at 2005 levels by 2020 and reduced significantly thereafter. epa should consider options of airline from their entire fleet in epa should work to develop a low carbon fuel standard. thank you for the opportunity to be here. >> thank you for your thoughtful comments. i would now from to invite up her last two speakers for today. patrick roddy and that's the last. -- max bliss. >> good morning. my name is patrick roddy appeared on the san francisco bay gu engineering activist and researcher. today's hearing will address whether greenhouse gas emissions from aircraft endanger public health but when you mentioned greenhouse gas than most people think of carbon dioxide that is essential. ca2 represents 3% of the greenhouse gas and 90% is water. even preschoolers to overcast skies make as for my skies make nice for rent is skies make as for my day schooler could confidently trapping heat and reduce the range of the lows of the day's high. which brings me to calm trails. all but the willfully ignorant to know over the last few decades the dark blue skies is a place of the milky way case crisscross the trail stretching from horizon to horizon and writing to cover the sky. the trails can be seen by anyone visiting nasa.gov. bistros persist regardless of altitude temperature, humidity or other atmospheric emissions. trails is to beware that are now all over the world. physics hasn't changed, what has? what makes a trails form and stretched dozens of miles in which they form a non-entities harmful to human health? geo-engineers propose spreading tens of millions of tons of reflective particles in the atmosphere and attempt to reflect sunlight back into space and thereby reduce global warming. this is known as solar radiation management, stratospheric oil data modification. patented by defense contract there and attracting atmospheric water vapor for artificially nucleated contrail which was spread out and form artificial cloud cover. when geo-engineers discuss the radiation management, the only substances are sulfates or sulfuric acid. however, their own literature include the limited effectiveness in the highly toxic nanoparticles should be used instead. when confronted, they doggedly refuse to address the human health impact of proposals. other engineers are more candid about their plans to poison the sky. an interview in 2060 discuss putting pathogens and clout to which chemical warfare on civilian populations when i worked at the government weapons lab. no surprise the public to find his best interests at heart. i brought this paper to the paris climate conference addressing the human health and tracks the proposed solutions that i formally request to be entered into the record. it documents to back increase in alzheimer's and respiratory failure when they became commonplace around the world. they are in fact artificially nucleated with the same models outlined in the solar radiation program has been deployed in the 1990s. weather modification research is nothing new. the u.s. navy patented another method which forms artificially nucleated trails for metal oxide. other methods include airships, rockets, and the best-known proponent is dr. david keith's who told the 2010 american association for the advancement of science that aluminum oxide is four times the volumetric radiative forcing parties of sulfur in 16 color dilution rate. sulfur particles for people under much less effective per unit mass. the study proved it was simple to spread high-quality aluminum target range of vapor into the exhaust. his 2010 paper for geoengineering professor spring 50 nanometers of aluminum instead of sulfates. also aluminum particles are much more is in the 2010 respected in nature climate change. material safety data sheet states an irritant to the respiratory system is implicated in alzheimer's disease and cause pulmonary disease should not be released without proper governmental permits. alzheimer's disease rose is the sixth leading cause between 1899 and 2013. 1994 didn't make the top 10 in people in the 20s are showing signs of alzheimer's. researchers aluminum accumulates in the brain and accelerates brain aging and increases stress and inflammation to the brain in a seven times more available when inhaled and ingested orally. very a mismatched deadlier. exposure can cause pulmonary arrest, vomiting, and muscular paralysis and sudden cardiac failure. they target the cardiovascular intestinal hematology reproductive system is all a theater in oakland some of her innocent area into the skin. in 2011, respiratory stroke had become the third leading cause of death in the united states at a time when smoking was at an all-time low emissions and there is rather strict to some industries relocated to china. hundreds of papers thoroughly proved aluminum and barium to prove. according to epa, particulate pollution can cause heart attack, stroke, congestive heart failure also asthma and inflammation of one tissue and cancer, reproductive developmental harm. particulate pollution can the world life expectancy by one to three years. water and ice reflect did 1.33 and 1.309 respectively and produce rainbows with an angular radius of 42-degrees centered on the anti-solar point. recent years a phenomenon has become commonplace as they halo completely and circles the sun. some argued that hale is there rare standout formed ice crystals but nothing can change water and ice which forms 42-degree halos. meadow has a higher index and a much tighter halo. aluminum oxide for example has a refractory index of 1.6221.78. my contention these rare standouts are formed by metal salts with a higher refractive index is reinforced by rainwater analysis and a 30 day period when i recorded 21 halos in march april 2015. i collected rainwater i'm a san francisco apartment building him a perfect 6000 miles down from the nearest factory power plant from a freeway and sent it to a lab in a recorded barrio at 160 micrograms per liter, less than one program will kill an adult human. an earlier test in january 14 recorded a limit of 180 micrograms per liter. i submit a test for the record. san francisco's there should be pristine. we get prevailing winds over the pacific ocean. why is it left to concerned citizens to pay for rainwater analysis and why does epa stop publishing data on air bloom in them in 2002? let's take the opportunity for the freedom of information request to release the historical metals test and erin rainwater to present. i've recorded the progression of these trails in 2011 the thousands of others documenting the alarming increase of the trails -- sorry. thousands of others have also documented the alarming increase of cotton trails and domestic deafening silence from supposedly great organizations like greenpeace who are proud member of the solar radiation management government initiative and the governmental agencies including epa. you're mandated to protect the environment, especially the air we breathe. i wouldn't expect you to meet the manhattan project yvon blatantly obvious on trend obvious. when a geoengineering program is causing millions of premature deaths a year, you must be more than other agencies do your job. history will judge you on your action or inaction. >> firstly i would like to thank the organizers are making here impossible in and the other contributors and a big thank you to the set of public funding to make my trip possible. my name is max bliss. i'm a scientist. i'm a general builder whose work aside all my life. after moving to the southwest of france in 2009 two a region famed for high sunshine hours and big blue skies i became increasingly aware of the incredible increase in cotton trails and associated cloud cover. i began but is greatly troubled me. a day goes by without seeing cotton trails to most alarming is watching stirs within cotton trails and then watching the skype wanted out. subsequently i want to learn more and became an avid researcher and passionate environmentalist. i participated in high-level climate change. we've respected the hearing of greenhouse gases spread air pollution that may be anticipated to endanger public health and welfare. the major component 95% of greenhouse gas is water vapor to get other constituents with particular matter from aircraft for cotton trails. cloud blankets eventually do a fact changes to the weather or rainfall, altering temperatures and inducing droughts, reducing costs, et cetera and ultimately affecting climate change. when the planes were grounded following 9/11 in the u.k. 2010 there were no cotton trails at the sky cleared of clouds and natural clear blue sky of returned confirming aviation is affecting cloud cover. according to various investigations such as the 1990s subsonic clouds have noted apart from co2 there are particles including titanium and sulfate, et cetera found contributing to ice crystals to form cotton trails. a 2010 study for the air force research entitled nano size altered immune function opens the abstract of the sentence on the basis that the uses and just tools and the nano particle in relation. they have responded to the concerns of few incidents. the 2004 investigation found that the pete particulate matter found in the paradox was adamant he had although this study does hypothesize this may be from the heated the brocaded oils contaminated air supply to know 50% of the cabin air comes from the atmosphere and as plants often fly through cotton trails the aerosols (-left-paren but then into the presence of nanoparticles are though very difficult must be initiated as soon as possible. many hundreds of frequent fliers report debilitating illnesses. please refer to arrow toxic syndrome. many new cities emerge with alzheimer's dementia and other serious ailments in humans, animals, whales, fish and even bees. plants, trees and all life is affected by a limit on toxicity. one in three seniors will die with alzheimer's. it just becomes clearer with research that nanoparticles may already be a jet fuels and are certainly planned for implementation in near future and also in bio diesel. aluminum oxide not only has potential negative health impacts, but also contribute to making cloud as rockets for nasa aluminum oxide suggested by geo-engineers for solar radiation management but is known to damage the ozone. aluminum is mentioned in weather modification patients also there's hundreds using various methods and ingredients. in a 1956 u.s. patent 275-1697 for weather control, and he also states that discovered quantities of dry similarly heated water vapor will have thermal and electrical balances of cloud formation causing dissipation or precipitation will accomplish the process of our invention by a jet in water or water solutions of ionic salt into heated exhaust gases of the power plant such as amgen and the like. the investigation into the huge disturbing increases in cotton tails and changes to the weather, one will be left wondering if this indeed is intentional or deliberate as the extra cotton trails unclog generation is accepted in correlation with the increase of aviation use. i've taken pictures of novels and these are described -- some nozzles sit other materials can be evacuated. even if oil to sleep out into the hot exhaust boom, smoke would be generated news for cloud seeding for weather modification. announcing 70 paper by wallace b. mcrae on the possibility of weather modification by aircraft contrails he describes how ice crystals form effectively can be as ice crystals survive following and increasing cloud cover as effectively as dry ice cloud seeding. macrae writes possible consequences of this are considerable. it seems probable one of the products discussed by fletcher in 1965 mainly modification of cloud cover by cloud seeding is already underway. up until the midnight and 70s, document suggests the desire was the arctic sea ice to free up remains and rich resources in vast regions of icebox land and adversely climate changes could likely be blamed on the global warming to instigate the beginning of global governance for the united nations sustainable development program to create the new world order. interestingly when one begins to research the history of modification is surprising how far up the power structure the desire for large-scale weather, it modification was from presidents eisenhower, jfk along with the high priority at possibilities. the johnson administration was using modification for geopolitical leverage in pakistan in 1967 when we buy a naïve to think it went away because they 2025. in conclusion, the prohibitions and particles from combustion causes serious negative health impacts to many forms of life. this needs to be regulated and ultimately stopped. the notion that climate science has sent a often repeated over and over by stakeholders such as those in the burgeoning climate change arena with but the politicians are ranch maneuvers to get rates are more darkly hoping to implement a one world government system. climate has had natural variability in some weather extremes can stimulate algae. is it appropriate to reassess the global warming theory and replace it with climate change is man-made using covert weather and climate modification signals noticed you engineering for geopolitical reasons. we do not need to be scientists to observe the sky and see the obvious negative effects of aviation is having an research to spiraling health impacts. we do not consume weather modification for the new world order. god life and peace for all. >> thank you both for your comments. and to live there is additional registrants have come in since a few minutes ago, we have concluded our hearing for today. on behalf of the whole panel and the epa is like to thank everybody for thoughtful comments, suggestions today. i want to remind everybody that comment. officially closes on this action on august 31st at 11:59. we encourage written comments. with one additional information and anything you can provide. thank you all. take your time today. we appreciate it and hope to hear from you soon. thank you. .. >> many presidential candidates visiting the iowa state fair, we'll learn about the fair's history and its tradition as a stop on the road to the white house as we look back on the 2008 presidential race. and saturday evening at six on the civil war, historian and author john corps steven on the 1864 battle of mobile bay, the resulting union victory and the closing of one of the confederacy's last major ports. get our complete schedule at c-span.org. >> there's an october 1st

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