[House Hearing, 117 Congress]
[From the U.S. Government Publishing Office]
PREPARING FOR TAKEOFF: EXAMINING EFFORTS
TO ADDRESS CLIMATE CHANGE AT U.S. AIRPORTS
=======================================================================
(117-50)
REMOTE HEARING
BEFORE THE
SUBCOMMITTEE ON
AVIATION
OF THE
COMMITTEE ON
TRANSPORTATION AND INFRASTRUCTURE
HOUSE OF REPRESENTATIVES
ONE HUNDRED SEVENTEENTH CONGRESS
SECOND SESSION
__________
MAY 17, 2022
__________
Printed for the use of the
Committee on Transportation and Infrastructure
[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]
Available online at: https://www.govinfo.gov/committee/house-
transportation?path=/browsecommittee/chamber/house/committee/
transportation
__________
U.S. GOVERNMENT PUBLISHING OFFICE
50-418 PDF WASHINGTON : 2023
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COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
PETER A. DeFAZIO, Oregon, Chair
SAM GRAVES, Missouri ELEANOR HOLMES NORTON,
ERIC A. ``RICK'' CRAWFORD, Arkansas District of Columbia
BOB GIBBS, Ohio EDDIE BERNICE JOHNSON, Texas
DANIEL WEBSTER, Florida RICK LARSEN, Washington
THOMAS MASSIE, Kentucky GRACE F. NAPOLITANO, California
SCOTT PERRY, Pennsylvania STEVE COHEN, Tennessee
RODNEY DAVIS, Illinois ALBIO SIRES, New Jersey
JOHN KATKO, New York JOHN GARAMENDI, California
BRIAN BABIN, Texas HENRY C. ``HANK'' JOHNSON, Jr.,
GARRET GRAVES, Louisiana Georgia
DAVID ROUZER, North Carolina ANDRE CARSON, Indiana
MIKE BOST, Illinois DINA TITUS, Nevada
RANDY K. WEBER, Sr., Texas SEAN PATRICK MALONEY, New York
DOUG LaMALFA, California JARED HUFFMAN, California
BRUCE WESTERMAN, Arkansas JULIA BROWNLEY, California
BRIAN J. MAST, Florida FREDERICA S. WILSON, Florida
MIKE GALLAGHER, Wisconsin DONALD M. PAYNE, Jr., New Jersey
BRIAN K. FITZPATRICK, Pennsylvania ALAN S. LOWENTHAL, California
JENNIFFER GONZALEZ-COLON, MARK DeSAULNIER, California
Puerto Rico STEPHEN F. LYNCH, Massachusetts
TROY BALDERSON, Ohio SALUD O. CARBAJAL, California
PETE STAUBER, Minnesota ANTHONY G. BROWN, Maryland
TIM BURCHETT, Tennessee TOM MALINOWSKI, New Jersey
DUSTY JOHNSON, South Dakota GREG STANTON, Arizona
JEFFERSON VAN DREW, New Jersey COLIN Z. ALLRED, Texas
MICHAEL GUEST, Mississippi SHARICE DAVIDS, Kansas, Vice Chair
TROY E. NEHLS, Texas JESUS G. ``CHUY'' GARCIA, Illinois
NANCY MACE, South Carolina ANTONIO DELGADO, New York
NICOLE MALLIOTAKIS, New York CHRIS PAPPAS, New Hampshire
BETH VAN DUYNE, Texas CONOR LAMB, Pennsylvania
CARLOS A. GIMENEZ, Florida SETH MOULTON, Massachusetts
MICHELLE STEEL, California JAKE AUCHINCLOSS, Massachusetts
Vacancy CAROLYN BOURDEAUX, Georgia
KAIALI`I KAHELE, Hawaii
MARILYN STRICKLAND, Washington
NIKEMA WILLIAMS, Georgia
MARIE NEWMAN, Illinois
TROY A. CARTER, Louisiana
Subcommittee on Aviation
RICK LARSEN, Washington, Chair
GARRET GRAVES, Louisiana STEVE COHEN, Tennessee
THOMAS MASSIE, Kentucky ANDRE CARSON, Indiana
SCOTT PERRY, Pennsylvania SHARICE DAVIDS, Kansas
JOHN KATKO, New York KAIALI`I KAHELE, Hawaii
BRIAN J. MAST, Florida NIKEMA WILLIAMS, Georgia
MIKE GALLAGHER, Wisconsin HENRY C. ``HANK'' JOHNSON, Jr.,
BRIAN K. FITZPATRICK, Pennsylvania Georgia
TROY BALDERSON, Ohio DINA TITUS, Nevada
PETE STAUBER, Minnesota SEAN PATRICK MALONEY, New York
TIM BURCHETT, Tennessee JULIA BROWNLEY, California
JEFFERSON VAN DREW, New Jersey DONALD M. PAYNE, Jr., New Jersey
TROY E. NEHLS, Texas MARK DeSAULNIER, California
NANCY MACE, South Carolina STEPHEN F. LYNCH, Massachusetts
BETH VAN DUYNE, Texas ANTHONY G. BROWN, Maryland
CARLOS A. GIMENEZ, Florida GREG STANTON, Arizona
MICHELLE STEEL, California COLIN Z. ALLRED, Texas
Vacancy CONOR LAMB, Pennsylvania, Vice
SAM GRAVES, Missouri (Ex Officio) Chair
ELEANOR HOLMES NORTON,
District of Columbia
EDDIE BERNICE JOHNSON, Texas
JOHN GARAMENDI, California
PETER A. DeFAZIO, Oregon (Ex
Officio)
CONTENTS
Page
Summary of Subject Matter........................................ vii
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, and Chair, Subcommittee on Aviation, opening
statement...................................................... 1
Prepared statement........................................... 4
Hon. Garret Graves, a Representative in Congress from the State
of Louisiana, and Ranking Member, Subcommittee on Aviation,
opening statement.............................................. 5
Hon. Peter A. DeFazio, a Representative in Congress from the
State of Oregon, and Chair, Committee on Transportation and
Infrastructure, opening statement.............................. 7
Prepared statement........................................... 8
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Ranking Member, Committee on Transportation and
Infrastructure, prepared statement............................. 71
WITNESSES
Ann Ardizzone, Vice President of Supply Chain, Alaska Airlines,
oral statement................................................. 10
Prepared statement........................................... 12
Paul Hoback, Jr., Executive Vice President and Chief Development
Officer, Allegheny County Airport Authority, oral statement.... 17
Prepared statement........................................... 19
Robert Horton, Vice President of Environmental Affairs and
Sustainability, Dallas Fort Worth International Airport, oral
statement...................................................... 23
Prepared statement........................................... 24
Peter J. Bunce, President and Chief Executive Officer, General
Aviation Manufacturers Association, oral statement............. 28
Prepared statement........................................... 30
Jennifer Bies, Director of Environmental Operations, Port of
Portland, oral statement....................................... 35
Prepared statement........................................... 37
John Plaza, President and Chief Executive Officer, SkyNRG
Americas, Inc., oral statement................................. 42
Prepared statement........................................... 43
Val Miftakhov, Founder and Chief Executive Officer, ZeroAvia,
oral statement................................................. 45
Prepared statement........................................... 47
SUBMISSIONS FOR THE RECORD
Discussion Draft, Aviation Emissions Reduction Opportunity Act... 72
Statement of Airlines for America and Letter to Congressional
Leadership..................................................... 81
Statement of Ed Bolen, President and Chief Executive Officer,
National Business Aviation Association......................... 84
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
May 17, 2022
SUMMARY OF SUBJECT MATTER
TO: LMembers, Subcommittee on Aviation
FROM: LStaff, Subcommittee on Aviation
RE: LSubcommittee Hearing on ``Preparing for Take-off:
Examining Efforts to Address Climate Change at U.S. Airports''
_______________________________________________________________________
PURPOSE
The Subcommittee on Aviation will meet on Tuesday, May 17,
2022, at 1:00 p.m. EDT in 2167 Rayburn House Office Building
and virtually via Zoom for a hearing titled, ``Preparing for
Take-off: Examining Efforts to Address Climate Change at U.S.
Airports.'' The hearing will examine the different
infrastructure, technologies, federal programs, and other
initiatives U.S. airports and airport stakeholders are
utilizing to mitigate and prepare for the effects of climate
change. The subcommittee will hear testimony from witnesses
representing Alaska Airlines, Allegheny County Airport
Authority, Dallas-Fort Worth International Airport, General
Aviation Manufacturers Association, Portland International
Airport, SkyNRG Americas, and ZeroAvia.
BACKGROUND
I. AVIATION AND CLIMATE CHANGE
In 2018, commercial, business, and general aviation
aircraft (including passenger and all-cargo flights) accounted
for nine percent of the U.S. transportation sector's carbon
emissions and approximately three percent of all carbon
emissions in the United States.\1\ Between 1970 and 2016, the
energy intensity of air travel decreased by 75 percent due to
improved aircraft fuel efficiency, air traffic operation
initiatives, and aircraft configuration changes.\2\ However,
additional steps are needed to reduce the growth in commercial
aviation's carbon emissions and to comply with international
reduction and offsetting requirements.
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\1\ Environmental Protection Agency, Fast Facts: U.S.
Transportation Sector Greenhouse Gas Emissions 1990-2018, available at:
https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100ZK4P.pdf. These figures
do not include emissions from international flights departing the
United States.
\2\ Environmental and Energy Study Institute, Fact Sheet: The
Growth in Greenhouse Gas Emissions from Commercial Aviation, (Oct. 17,
2019), https://www.eesi.org/
papers/view/fact-sheet-the-growth-in-greenhouse-gas-emissions-from-
commercial-aviation.
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For instance, since 2009, aggregate carbon emissions from
all aircraft types have grown steadily, increasing by almost 22
percent between 2009 and 2018.\3\ This increase makes aircraft
one of the fastest-growing sources of carbon emissions in the
U.S. transportation sector over the past decade.\4\ As of 2019,
global aviation emissions were on track to triple by 2050,
potentially accounting for as much as a quarter of all carbon
emissions.\5\
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\3\ Aviation, Air Pollution and Climate Change (CRS Report No.
IF11696; 2022). Retrieved from Congressional Research Service website:
https://crsreports.congress.gov/product/pdf/IF/IF11696/2.
\4\ Id.
\5\ ICCT, CO2 Emissions from Commercial Aviation, (October 2020),
available at: https://theicct.org/wp-content/uploads/2021/06/CO2-
commercial-aviation-oct2020.pdf.
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As carbon and other greenhouse gas emissions from aviation
have grown, the international civil aviation community has made
significant strides in recent years to address the impact of
its emissions on the global climate. International advancements
are being led by the International Civil Aviation Organization
(ICAO), including the adoption of the Carbon Offsetting and
Reduction Scheme for International Aviation (CORSIA), which
began in 2021 and is a market-based mechanism for offsetting
future carbon emissions from aviation, and the adoption of the
first-ever global design certification to measure carbon
emissions from aircraft engines in 2017, to name a few.\6\ It
is estimated that airport operations directly account for
approximately two percent of the U.S. aviation sector's total
carbon emissions.\7\
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\6\ Federal Aviation Administration, 2021 United States Aviation
Climate Action Plan, (November 2021), at 8, available at: https://
www.faa.gov/sites/faa.gov/files/2021-11/
Aviation_Climate_Action_Plan.pdf.
\7\ Airports Council International (ACI), Sustainability Strategy
for Airports Worldwide, (November 2021), at 10, available at: https://
aci.aero/2021/11/16/aci-world-launches-inaugural-
sustainability-strategy-report-for-airports-worldwide/
#: :text=In%20June%202021%2C%20ACI
%20member,management%20certification%20standard%20for%20airports.
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Furthermore, airports' roles as critical transportation
hubs make them particularly vulnerable to severe weather
events. According to the 2017 National Climate Assessment, 13
of the nation's 47 largest airports have at least one runway
with an elevation within the reach of a moderate to high storm
surge.\8\ The increasing intensity and frequency of severe
storms, higher temperatures, and more frequent heat waves pose
a significant risk to airports and have the ability to delay
flights, interrupt supply chains, and disrupt airport
operations if resiliency efforts are not properly undertaken in
a timely manner.\9\
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\8\ FAA, supra note 6 at 27.
\9\ Id.
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II. EFFORTS TO ADDRESS CLIMATE CHANGE AT U.S. AIRPORTS
A. INITIATIVES TO MITIGATE AIRPORT EMISSIONS AND INCREASE RESILIENCY
The Airports Council International (ACI) World and five ACI
regions, which together represent airports worldwide, committed
to supporting the Intergovernmental Panel on Climate Change's
call to reach net-zero carbon emissions by 2050 by implementing
a number of measures to help their members decarbonize their
operations.\10\ Below is a short description of a few of these
decarbonization measures:
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\10\ ACI, Net Zero by 2050: ACI Sets Global Long Term Carbon Goal
for Airports, (June 8, 2021), available at: https://aci.aero/2021/06/
08/net-zero-by-2050-aci-sets-global-long-term-carbon-goal-for-
airports/.
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LImplementing Airport Energy Efficiency Measures.
These include improvements in building design and materials,
lighting upgrades, artificial intelligence-enabled control
systems, and heating, ventilation, and air-conditioning
upgrades.\11\
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\11\ ACI, supra note 7 at 18.
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LImplementing On-Site Power Generation. This
includes combined heat and power plants, which recover waste
heat from the generation of electricity, or on-site renewable
energy, such as solar power or wind energy.\12\
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\12\ Id.
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LLow and Zero Emission Airport-Owned
Transportation and Ground Support Vehicles. This can include
the purchase or leasing of low and zero emission passenger
buses, automated people mover systems, and ground support
vehicles.\13\
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\13\ See Id.
In addition, U.S. airports--particularly those located near
a coastline or large bodies of water--are susceptible to rising
sea levels, flooding, and more intense, frequent severe weather
patterns.\14\ In order to effectively prepare, prevent, and
respond to extreme weather events, airports are investing in a
wide range of resiliency measures.\15\ Such resiliency measures
may include:
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\14\ Id. at 17.
\15\ See Id.
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LPerforming Climate Change Risk Assessments. This
includes an assessment of climate risks, their impacts on
airport infrastructure and operations, and incorporating
response plans into an airport's master plan.\16\
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\16\ Id.
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LFlood Mitigation Measures. This includes
increasing drainage capacity, infrastructure improvements to
runways and taxiways, and the construction of sea walls to
protect against the risk of flooding.\17\
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\17\ Id.
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LBuilding Resilience to Extreme Temperatures. This
includes the installation of improved cooling systems for
airport buildings and airfield changes, such as new tarmac
materials and extensions to runways to accommodate the
reduction in aircraft engine thrust that can result from high
temperatures.\18\
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\18\ Id.
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LProtection of Biodiversity. This includes the
prevention of deforestation and supporting the appropriate
forest management practices to limit soil erosion and excess
water runoff.\19\
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\19\ Id.
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B. INITIATIVES TO ADDRESS AIRPORT STAKEHOLDER EMISSIONS
Sustainable Aviation Fuels (SAF) and Other Alternative Fuel
Infrastructure
In order to further reduce their carbon footprint and help
achieve the aviation industry's goal of net zero greenhouse gas
emissions by 2050, U.S. airports are collaborating with
airlines and renewable fuel manufacturers to help facilitate
the storage and distribution of low and zero emission aviation
fuels.\20\
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\20\ See Id. at 18.
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SAF, a type of jet fuel refined from biomass, waste
streams, or gaseous carbon oxides, has emerged as a leading
contender to reduce aviation emissions.\21\ Depending on the
feedstock, SAF offers a carbon lifecycle reduction of up to 80
percent when compared to conventional jet fuel.\22\ Unlike
other lower emissions proposals, SAF is a drop-in fuel that
works in existing aircraft and can utilize most of the fueling
infrastructure already in place.\23\
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\21\ FAA, Sustainable Aviation Fuels, (March 10, 2021), available
at: https://www.faa.gov/
about/office_org/headquarters_offices/ang/redac/media/environment/2021/
march/
envandenergy_mar2021_SAFUpdate.pdf.
\22\ IATA, Developing Sustainable Aviation Fuel (SAF), available
at: https://www.iata.org/en/programs/environment/sustainable-aviation-
fuels/.
\23\ IATA, What is SAF, at 1, available at: https://www.iata.org/
contentassets/d13875e9ed784f75bac90f000760e998/saf-what-is-saf.pdf.
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Several U.S. airports and airlines have started
collaborating on expanding the use of SAF for commercial
aircraft. For instance, SAF is currently being delivered to Los
Angeles International Airport, where United Airlines has
committed to using SAF for all departing flights.\24\ San
Francisco International Airport has signed a recent memorandum
of understanding with several airlines and fuel producers to
work cooperatively on expanding the use of SAF at the
airport.\25\
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\24\ Los Angeles World Airports, LAX Welcomes World's Most Eco-
Friendly Commercial Flight as United Commits to LAX `Eco-Hub' with
Purchase of Biofuel, (June 5, 2019), available at: https://
www.lawa.org/news-releases/2019/news-release-52.
\25\ San Francisco International Airport, SFO Announces Landmark
Agreement for Use of Sustainable Aviation Fuels, (September 5, 2018),
available at: https://www.flysfo.com/media/press-releases/sfo-
announces-landmark-agreement-use-sustainable-aviation-fuels.
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While SAF holds tremendous potential to help reduce carbon
emissions in the aviation industry, significant barriers to
widespread adoption remain. For instance, SAF is significantly
more expensive to produce and purchase than conventional jet
fuel.\26\ These high costs lead to SAF being produced in
smaller quantities, resulting in limited availability.\27\
Today, SAF is estimated to account for just .05 percent of jet
fuel use.\28\ Additionally, SAF must currently be blended with
conventional jet fuel, although the low availability of SAF
mitigates this issue in the short term.
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\26\ Christina Brooks, Sustainable Aviation Fuel Still in Short
Supply Due to Cost, HIS Markit (July 7, 2021), available at: https://
cleanenergynews.ihsmarkit.com/research-analysis/
sustainable-aviation-fuel-market-still-in-infancy-due-to-
cost-.html#: :text=SAF%20prices
%20are%20currently%20about,issues%20even%20more%20prominent%20today.
\27\ Id.
\28\ Elan Head, Understanding the Path to 100% SAF, The Air Current
(April 13, 2022), available at: https://theaircurrent.com/technology/
path-to-100-saf-sustainable-aviation-fuel/.
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In order to fulfill President Biden's goal to reduce
aviation emissions by 20 percent by 2030 and achieve a long-
term goal of zero-carbon aviation by 2050, the administration
initiated a government wide ``SAF Grand Challenge'' to scale up
production of SAF to at least three billion gallons per year by
2030.\29\
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\29\ Department of Energy, Memorandum of Understanding Sustainable
Aviation Fuel Grand Challenge, (September 8, 2021), available at:
https://www.energy.gov/sites/default/files/2021-09/S1-Signed-SAF-MOU-9-
08-21_0.pdf.
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In addition to SAF, there are several other technological
approaches currently being considered to help decarbonize the
aviation sector. One of these approaches includes the
development of full or hybrid electric aircraft, which operate
using battery-powered electricity for power, rather than
standard liquid fuels.\30\ Several airlines and advanced air
mobility (AAM) companies are seeking to use this technology for
smaller aircraft operating shorter flights.\31\ It is expected
that existing airports and airport infrastructure, such as
general aviation airports or heliports, will be utilized by
these new, technologically advanced aircraft once deployed.\32\
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\30\ Elissa Garay, Electric Planes Are Coming Sooner Than You
Think, AFAR (March 2, 2022), available at: https://www.afar.com/
magazine/electric-planes-are-coming-sooner-than-you-think.
\31\ Id.
\32\ Community Air Mobility Initiative, Airports and Advanced Air
Mobility: Integrating the Third Dimension into Metropolitan
Transportation Systems, (September 3, 2020), available at: https://
www.nctcog.org/nctcg/media/Transportation/Committees/ATAC/2020/Website-
Presentations_9-3-20.pdf?ext=.pdf.
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However, because battery-powered technologies aren't as
energy dense as liquid fuels, and thus require additional bulk
and weight to achieve a comparable amount of energy, battery-
powered aircraft face significant aerodynamic challenges.\33\
Such design and operational challenges are likely to affect the
range and speed of battery-powered aircraft.\34\ Therefore,
further technological developments are needed before
electrification can be safely and economically adopted for
medium and long-haul flights.\35\
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\33\ Garay, supra note 30.
\34\ Id.
\35\ Id.
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Hydrogen is another alternative fuel source being
considered as a long-term option to help decarbonize the
aviation sector. Hydrogen-powered aircraft produce zero carbon
emissions and, depending on the technology used, can
substantially reduce or even eliminate air pollutants such as
nitrogen oxide (the primary byproduct of hydrogen combustion is
water instead of carbon dioxide).\36\ A recent report on the
potential of hydrogen-powered aviation found that such planes
could enter the market as soon as 2035.\37\ Airbus committed to
such an idea in September 2021, announcing its plans to field
such an aircraft by 2035, with a technology demonstrator as
soon as 2025.\38\ Then, in October 2021, Alaska Airlines
announced a new partnership with ZeroAvia to develop a
hydrogen-electric propulsion system capable of flying a 76-seat
regional aircraft with a range of 500 nautical miles.\39\
However, reaching these goals will rely on a number of factors,
including developing effective storage technologies and new
ways of transporting hydrogen to airports so planes can be
refueled on the tarmac.\40\
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\36\ Eurocontrol, Are Hydrogen-Powered Aircraft the Future of
Sustainable Aviation?, (May 18, 2021), available at: https://
www.eurocontrol.int/article/are-hydrogen-powered-aircraft-future-
sustainable-aviation.
\37\ Id.
\38\ Bellamy, Airbus CEO Keeps Commitment to 2035 Zero Emissions
Airliner Timeline, Aviation Today (Feb. 19, 2021) available at: https:/
/www.aviationtoday.com/2021/02/19/airbus-ceo-keeps-commitment-2035-
zero-emissions-airliner-timeline/.
\39\ Alaska Airlines, Alaska Air Group Collaborating with ZeroAvia
to Develop Hydrogen Powertrain for 76-Seat Zero-Emission Aircraft,
(October 26, 2021), available at: https://news.alaskaair.com/newsroom/
alaska-air-group-collaborating-with-zeroavia-to-develop-hydrogen-
powertrain-for-76-seat-zero-emission-aircraft/.
\40\ Jonathan O'Callaghan, Quiet and Green: Why Hydrogen Planes
Could be the Future of Aviation, Horizon (July 8, 2020), available at:
https://ec.europa.eu/research-and-innovation/en/horizon-magazine/quiet-
and-green-why-hydrogen-planes-could-be-future-aviation.
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While electric and hydrogen-propulsion, along with other
alternative fuel technologies, have the potential to play a
significant role in decarbonizing short and regional commercial
flights in the coming decades, it remains uncertain as to the
role they will play in reducing carbon emissions for the
medium- and long-haul commercial flights that are projected to
generate most of the aviation sector's carbon emissions in the
coming years.\41\ Moreover, airports may need to invest in new
infrastructure if many of these new options are to become
viable. In fact, the committee recently reported favorably to
the House H.R. 6270, the Advanced Aviation Infrastructure
Modernization (AAIM) Act, which seeks to establish a pilot
program to assist with the planning, development, and
deployment of infrastructure necessary to facilitate AAM
operations in the United States.\42\
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\41\ See Garay, supra note 30.
\42\ U.S. House Transportation and Infrastructure Committee,
Transportation and Infrastructure Committee Leaders Release Statement
On Passage of Aviation Bills, (April 28, 2022) available at: https://
transportation.house.gov/news/press-releases/transportation-and-
infrastructure-committee-leaders-release-statement-on-passage-of-
aviation-bills
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Other Initiatives
In addition to facilitating the storage and delivery of
alternative fuels for aircraft, U.S. airports have made
necessary investments in infrastructure to help reduce
emissions for airline-owned ground support vehicles, taxiing
and parked aircraft, and other sources of emissions generated
by an airport's stakeholders. Below is a brief description of
these initiatives.
LGate Electrification. Electric pre-conditioned
air and ground power converter units can significantly reduce
aircraft emissions associated with aircraft auxiliary power
unit (APU) usage.\43\
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\43\ See FAA, Voluntary Airport Low Emissions (VALE) Program,
available at: https://www.faa.gov/airports/environmental/vale/media/
VALE-brochure-2020.pdf.
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LAlternative Fuel Infrastructure. This includes
providing charging stations and other refueling infrastructure
for compressed natural gas, electricity, hybrid technologies,
hydrogen, and other alternative fuel vehicles.\44\
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\44\ Id.
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LRemote Ground Power Units. This includes electric
ground power converter units that reduce aircraft APU emissions
by providing clean electricity to remote parking positions.\45\
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\45\ Id.
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LImproved Airfield Design. Improved airfield
design can minimize aircraft taxi-times and minimize fuel
burn.\46\
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\46\ ACI, supra note 7 at 18.
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LAirspace Design. Airports can collaborate with
the Federal Aviation Administration (FAA) and airlines to
provide fuel efficient standard departure and arrival routes
for aircraft.\47\
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\47\ Id.
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III. FEDERAL AIRPORT PROGRAMS AND INITIATIVES
A. VOLUNTARY AIRPORT LOW EMISSION PROGRAM AND AIRPORT ZERO EMISSION
VEHICLE AND INFRASTRUCTURE PILOT PROGRAM
Through participation in the Voluntary Airport Low
Emissions (VALE) program, U.S. commercial airports can use FAA
Airport Improvement Program (AIP) funds and Passenger Facility
Charge (PFC) revenue to finance low-emission vehicles,
refueling and recharging stations, gate electrification, and
other airport air quality improvements.\48\ The program is
limited to commercial airports in ``non-attainment'' or
``maintenance'' areas for one of the National Ambient Air
Quality Standards.\49\ Since its creation in 2004, VALE grants
have funded 133 projects at 59 airports and are expected to
reduce ozone emissions by 1,703 tons per year for the next five
years.\50\
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\48\ FAA, supra note 43.
\49\ Id.
\50\ FAA, Voluntary Airport Low Emissions Program (VALE), (April
22, 2022), available at: https://www.faa.gov/airports/environmental/
vale/.
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Similar to the VALE program, the Airport Zero Emissions
Vehicle (ZEV) and Infrastructure Pilot program helps to reduce
greenhouse gas emissions by facilitating the use of zero
emissions technologies at airports.\51\ The program allows U.S.
airports to use AIP funds to purchase zero emission vehicles
and the necessary infrastructure to accommodate these
vehicles.\52\ Since 2015, the program has funded 22 projects
valued at over $60 million at 15 airports across the
country.\53\
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\51\ FAA, Airport Zero Emissions Vehicle and Infrastructure Pilot
Program, (April 22, 2022), available at: https://www.faa.gov/airports/
environmental/zero_emissions_vehicles/.
\52\ Id.
\53\ Id.
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B. ENERGY EFFICIENCY GRANTS
The FAA administers AIP funding to airports for energy
assessments to identify and implement energy reduction measures
to reduce energy consumption across airport operations.\54\
Typical projects include light-emitting diode lighting or other
energy efficiency measures.\55\
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\54\ FAA, supra note 6 at 28.
\55\ Id.
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C. SUSTAINABILITY PLANNING
The FAA administers AIP funding to airports for the
development of airport sustainability plans.\56\ These plans
address a broad array of environmental and energy activities,
including recycling, green infrastructure, energy efficiency,
renewable energy, water quality, and climate resilience, among
other things.\57\ To date, the FAA has provided grants to 44
airports under the program.\58\
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\56\ FAA, Sustainability Plans, (April 22, 2022), available at:
https://www.faa.gov/airports/environmental/sustainability/.
\57\ Id.
\58\ Id.
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D. NEXTGEN
The FAA continues to develop and implement NextGen
technologies and procedures to modernize the air traffic
control system.\59\ NextGen programs include Performance-Based
Navigation procedures (GPS-satellite based flight paths) and
Terminal Flight Data Manager (TFDM) deployment (a surface
management solution), which will reduce aircraft fuel burn and
create a more predictable and efficient flight and ground
transportation system at airports.\60\ The TFDM system alone is
expected to create 313 million gallons of fuel savings and
reduce more than three million metric tons of carbon emissions
over the life of the system.\61\ While the FAA is primarily
responsible for deploying these NextGen programs, the agency
coordinates with airports and other affected stakeholders on
implementation.\62\
---------------------------------------------------------------------------
\59\ FAA, Next Generation Air Transportation System (NextGen),
(March 8, 2022), available at: https://www.faa.gov/nextgen/.
\60\ United States. Cong. House. Committee on Transportation and
Infrastructure. Subcommittee on Aviation. Hearing on Putting U.S.
Aviation At Risk: The Impact of the Shutdown Feb. 13, 2019. 116th
Congress 1st sess. p. 12 (statement of Paul Rinaldi, President,
National Air Traffic Controllers Association).
\61\ Id.
\62\ See FAA, Office of NextGen, available at: https://www.faa.gov/
about/office_org/headquarters_offices/ang.
---------------------------------------------------------------------------
E. CONTINUOUS LOWER ENERGY, EMISSIONS, AND NOISE PROGRAM
The FAA's Continuous Lower Energy, Emissions, and Noise
(CLEEN) program is the agency's principal environmental effort
to accelerate the development of new aircraft and engine
technologies.\63\ It has been instrumental to the certification
of alternative jet fuels for safe use in civil aviation.\64\ In
coordination with ASTM International, which oversees criteria
for aviation jet fuels, CLEEN's combined efforts have led to
the approval of seven alternative fuel types for use in civil
aviation, as of April 2021.\65\ The next phase of the CLEEN
program aims to continue the testing and qualification of new
alternative jet fuels, with a focus on supporting blend levels
of at least 50 percent.\66\
---------------------------------------------------------------------------
\63\ FAA, Continuous Lower Energy, Emissions, and Noise (CLEEN)
Program, (September 10, 2021), available at: https://www.faa.gov/
newsroom/continuous-lower-energy-emissions-and-noise-cleen-
program#_Toc80621753.
\64\ Id.
\65\ Id.
\66\ Id.
---------------------------------------------------------------------------
F. INFRASTRUCTURE INVESTMENT AND JOBS ACT
The Infrastructure Investment and Jobs Act (IIJA) was
enacted on November 15, 2021, and provides $25 billion over a
five-year period for airport development and air traffic
control projects.\67\ Specifically, the bill included $15
billion in formula allocated funding for airport infrastructure
projects, $5 billion in competitive grants for airport terminal
projects, and $5 billion to upgrade and modernize FAA air
traffic control towers and facilities.\68\
---------------------------------------------------------------------------
\67\ Pub. L. No. 117-58, Div. J (2021).
\68\ Id.
---------------------------------------------------------------------------
While the IIJA has no dedicated funding for airport
environmental projects, it does allow airports to use IIJA
funds on an array of projects that could help airports meet
their climate goals. For instance, the bill allows airports to
use their airport infrastructure funding on VALE, ZEV, and
other AIP eligible environmental projects.\69\ Additionally,
under the IIJA's airport terminal program, the FAA will
consider projects that improve energy efficiency, including
upgrading environmental systems, upgrading plant facilities,
and achieving energy efficient building design accreditation
standards.\70\
---------------------------------------------------------------------------
\69\ Id.
\70\ Id.
---------------------------------------------------------------------------
Finally, the IIJA requires that any amount of unobligated
funding remaining in fiscal year 2026 in excess of $100 million
be used to provide competitive grants for airport projects that
``reduce airport emissions, reduce noise impacts to the
surrounding community, reduce dependence on the electrical
grid, or provide general benefits to the surrounding
community.'' \71\ However, because this program relies on the
availability of a specified amount of unobligated funding, its
implementation cannot be guaranteed.\72\
---------------------------------------------------------------------------
\71\ Id.
\72\ Id.
---------------------------------------------------------------------------
WITNESSES
LAnn Ardizzone, Vice President, Supply Chain,
Alaska Airlines
LPaul Hoback, Jr., Executive Vice President and
Chief Development Officer, Allegheny County Airport Authority
LRobert Horton, Vice President of Environmental
Affairs, Dallas-Fort Worth International Airport
LPete Bunce, President and CEO, General Aviation
Manufacturers Association (GAMA)
LJennifer Bies, Director of Environmental
Operations, Port of Portland
LJohn Plaza, President and CEO, SkyNRG Americas
LVal Miftakhov, Founder and CEO, ZeroAvia
PREPARING FOR TAKEOFF: EXAMINING EFFORTS TO ADDRESS CLIMATE CHANGE AT
U.S. AIRPORTS
----------
TUESDAY, MAY 17, 2022
House of Representatives,
Subcommittee on Aviation,
Committee on Transportation and Infrastructure,
Washington, DC.
The subcommittee met, pursuant to call, at 2:15 p.m. in
room 2167 Rayburn House Office Building and via Zoom, Hon. Rick
Larsen (Chairman of the subcommittee) presiding.
Members present: Mr. Larsen of Washington, Mr. DeFazio, Ms.
Davids of Kansas, Mr. Kahele, Ms. Williams of Georgia, Mr.
Johnson of Georgia, Ms. Titus, Mr. DeSaulnier, Mr. Lynch, Mr.
Stanton, Ms. Norton, Mr. Garamendi, Mr. Graves of Louisiana,
Mr. Balderson, Dr. Van Drew, Ms. Mace, Ms. Van Duyne, and Mrs.
Steel.
Mr. Larsen of Washington. The subcommittee will finally
come to order.
I appreciate everyone's patience for the scheduling from
this morning to this afternoon, DC time--still morning where I
am from. So, good morning to all the people watching at home,
and welcome this afternoon.
I ask unanimous consent that the chair be authorized to
declare a recess at any time during today's hearing.
I might object to that after this morning, but without
objection, so ordered.
I also ask unanimous consent that Members not on the
subcommittee be permitted to sit with the subcommittee at
today's hearing and ask questions.
Without objection, so ordered.
As a reminder, please keep your microphones muted unless
speaking. Should I hear any inadvertent background noise, I
will request the Member please mute the microphone.
To insert a document into the record, please remember to
have your staff email it to [email protected].
I now recognize myself for an opening statement.
Good afternoon. Welcome to today's Aviation Subcommittee
hearing entitled, ``Preparing for Takeoff: Examining Efforts to
Address Climate Change at U.S. Airports.''
As chair of this subcommittee, I am focused on continuing
the movement to a cleaner and greener air transportation
system.
Aviation and aerospace are responsible for as much as 9
percent of carbon emissions in U.S. transportation and close to
3 percent of total emissions globally. Aviation emissions
directly impact communities adjacent to the Nation's airports,
as well, causing poor air quality, increased health risks, and
reduced property values.
A 2019 study that the University of Washington conducted
found that communities underneath and downwind of aircraft
landing at Seattle-Tacoma International Airport are exposed to
specific ultrafine particle pollution that is distinctly
associated with aircraft. The study also found that affected
communities are as far as 10 miles away from the airport
itself.
In response to global aviation emissions projections, the
FAA--Federal Aviation Administration--released its first
Aviation Climate Action Plan in November 2021. The FAA's plan
calls for achieving net-zero greenhouse gas emissions in the
U.S. aviation sector by 2050 by implementing specific
sustainability and environmental measures. Some of these
measures already exist. For example, FAA's NextGen procedures
such as performance-based navigation are already helping to
reduce aircraft fuel burn and create more efficient flight
routes.
Development of the Aviation Climate Action Plan's proposed
tools will need the support of Congress. These tools include
production and distribution of cleaner fuels, such as
sustainable aviation fuel; the use of alternative propulsion
systems like electrification and hydrogen-powered aircraft; and
the adoption of international initiatives like ICAO's Carbon
Offsetting and Reduction Scheme for International Aviation,
also known as CORSIA.
Regarding SAF, I am working with Representative Nikema
Williams on a discussion draft of legislation that would build
off of language in the Build Back Better bill and provide
Federal funding for SAF producers to build or scale up
facilities and infrastructure for the production, storage, and
distribution of SAF. This discussion draft has input from the
FAA and an array of other aviation stakeholders, and I welcome
input from subcommittee colleagues to help advance SAF as an
emissions reduction tool.
As Congress prepares for the next FAA reauthorization bill,
this subcommittee must evaluate existing programs and policies
aimed at reducing emissions from U.S. airports, while also
looking forward to developing new tools to reduce the carbon
footprint of the aviation sector.
As airport emissions have come into sharper focus, airports
themselves have taken steps to reduce emissions. The Airports
Council International, or ACI, has adopted decarbonization and
resiliency measures such as airport energy efficiency
standards, use of low- and zero-emission transportation and
ground support vehicles, climate risk assessments, and flood
mitigation projects, among others.
The Federal Government also supports various initiatives to
help foster emission reduction technologies and strategies.
The FAA's Voluntary Airport Low Emissions, or VALE, program
allows airports to use Federal dollars to finance low-emission
vehicles and related infrastructure, electric gate and gate
equipment, and other airport quality improvements. FAA's
Continuous Lower Energy, Emissions, and Noise, or CLEEN,
program helps accelerate the development of new aircraft and
engine technologies, as well as alternative jet fuels for use
in civil aviation.
U.S. airports are also able to use Airport Improvement
Program funds for energy reduction measures, sustainability
planning, and the purchase of zero-emission vehicles and
related infrastructure.
Emerging aviation technologies, such as alternative fuels
and aircraft propulsion systems, can also help reduce emissions
at airports. While several airports and airlines are working to
expand the use of SAF, there are significant barriers to its
widespread adoption. High production costs have led to lower
availability and higher prices, rendering SAF difficult to
access for many carriers and airports.
Another potential solution is the development of full or
hybrid-electric aircraft, which operate using electric
batteries for power. Several airlines and advanced air mobility
companies are developing electric vertical takeoff and landing
aircraft, or eVTOLs, for potential use for short-range flights.
The full committee recently approved my bipartisan Advanced
Aviation Infrastructure Modernization Act to help airports and
local communities plan these new aircraft.
Finally, hydrogen is another option that may be a long-term
solution to help decarbonize the aviation sector. Hydrogen-
powered aircraft emit water instead of carbon dioxide, leading
to substantially reduced air pollutants. Yet there are still
problems to solve with this technology, particularly around
storage and transport of hydrogen to fuel aircraft.
Today, we have a variety of witnesses who will speak about
these ongoing efforts aimed at reducing aviation emissions, as
well as needs for future reduction tools. I will just generally
welcome our various airport representatives from Allegheny
County Airport Authority, Dallas Fort Worth International
Airport, and Port of Portland, who will discuss their
strategies for mitigating the impacts of climate change.
I look forward to hearing from SkyNRG Americas on where SAF
stands in the current market and what steps Congress can do to
facilitate its adoption.
U.S. airlines must be proactive in developing strategies to
reduce carbon emissions from the industry, and I am pleased to
have Alaska Airlines, our hometown airline in Seattle, join us
to discuss its efforts to reduce emissions and how other
airlines could achieve similar results.
The General Aviation Manufacturers Association, or GAMA, is
here as well to discuss advances in aviation manufacturing that
can lead to reduced emissions.
And finally, emerging fuel sources like hydrogen present
long-term options to help decarbonize the aviation industry in
the future. I am pleased to welcome ZeroAvia, which is building
a major research and development facility at Paine Field in my
district, to testify on their efforts to bring hydrogen-powered
aircraft into the mainstream.
I look forward to hearing from today's witnesses on where
current efforts stand and the potential next steps to address
these issues.
While Congress, the administration, and industry are
working to reduce carbon emissions and fight climate change at
U.S. airports, clearly there is more work to be done.
Thank you, and I look forward to today's discussion.
[Mr. Larsen of Washington's prepared statement follows:]
Prepared Statement of Hon. Rick Larsen, a Representative in Congress
from the State of Washington, and Chair, Subcommittee on Aviation
Good afternoon and welcome to today's Aviation Subcommittee hearing
titled ``Preparing for Takeoff: Examining Efforts to Address Climate
Change at U.S. Airports.''
As Chair of this Subcommittee, I am focused on continuing the
movement to a cleaner and greener air transportation system.
Aviation and aerospace are responsible for as much as 9 percent of
carbon emissions in U.S. transportation and close to three percent of
total emissions globally.
Aviation emissions directly impact communities adjacent to the
nation's airports, causing poor air quality, increased health risks and
reduced property values.
A 2019 study by the University of Washington found that communities
underneath and downwind of aircraft landing at Seattle-Tacoma
International Airport are exposed to a specific ultrafine particle
pollution that is distinctly associated with aircraft.
The study also found that affected communities are as far as 10
miles away from the airport itself.
In response to global aviation emissions projections, the Federal
Aviation Administration (FAA) released its first Aviation Climate
Action Plan in November 2021.
The FAA's plan calls for achieving net-zero greenhouse gas
emissions in the U.S. aviation sector by 2050 by implementing specific
sustainability and environmental measures.
Some of these measures already exist. For example, FAA's NextGen
procedures such as Performance-Based Navigation are already helping to
reduce aircraft fuel burn and create more efficient flight routes.
Development of the Climate Action Plan's proposed tools will need
the support of Congress.
These tools include:
Production and distribution of cleaner fuels, such as
Sustainable Aviation Fuel (SAF);
Use of alternative propulsion systems like
electrification and hydrogen-powered aircraft; and
Adoption of international initiatives like ICAO's Carbon
Offsetting and Reduction Scheme for International Aviation, also known
as CORSIA.
Regarding SAF, I am working with Rep. Nikema Williams on a
discussion draft of legislation that would build off language in Build
Back Better and provide federal funding for SAF producers to build or
scale up facilities and infrastructure for the production, storage and
distribution of SAF.
This discussion draft has input from the FAA and an array of other
aviation stakeholders, and I welcome input from my Subcommittee
colleagues to help advance SAF as an emissions reduction tool.
As Congress prepares for the next FAA reauthorization bill, this
Subcommittee must evaluate existing programs and policies aimed at
reducing emissions from U.S. airports, while also looking forward to
develop new tools to reduce the carbon footprint of the aviation
sector.
As airport emissions have come into sharper focus, airports
themselves have taken steps to reduce those emissions.
The Airports Council International (ACI) has adopted
decarbonization and resiliency measures such as airport energy
efficiency standards, the use of low and zero emission transportation
and ground support vehicles, climate risk assessments, and flood
mitigation projects, among others.
The federal government also supports various initiatives to help
foster emission reduction technologies and strategies.
The FAA's Voluntary Airport Low Emission (VALE) program allows
airports to use federal dollars to finance low emission vehicles and
related infrastructure, electric gate and gate equipment and other
airport quality improvements.
FAA's Continuous Lower Energy, Emissions and Noise (CLEEN) program
helps accelerate the development of new aircraft and engine
technologies, as well as alternative jet fuels for use in civil
aviation.
U.S. airports are also able to use Airport Improvement Program
(AIP) funds for energy reduction measures, sustainability planning and
the purchase of zero emission vehicles and related infrastructure.
Emerging aviation technologies, such as alternative fuels and
aircraft propulsion systems, can also help to reduce emissions at U.S.
airports.
While several airports and airlines are working to expand the use
of SAF, there are significant barriers to its widespread adoption.
High production costs have led to lower availability and higher
prices, rendering SAF difficult to access for many carriers and
airports.
Another potential solution is the development of full or hybrid
electric aircraft, which operate using electric batteries for power.
Several airlines and advanced air mobility (AAM) companies are
developing electric vertical takeoff and landing aircraft, or eVTOLs,
for potential use for short-range flights.
The full Committee recently approved my bipartisan Advanced
Aviation Infrastructure Modernization (AAIM) Act to help airports and
local communities plan for these new aircraft.
Finally, hydrogen is another option that may be a long-term
solution to help decarbonize the aviation sector.
Hydrogen-powered aircraft emit water instead of carbon dioxide,
leading to substantially reduced air pollutants.
Yet, there are still problems to solve with this technology,
particularly around storage and transport of hydrogen to fuel aircraft.
Today's witnesses can speak to ongoing efforts aimed at reducing
aviation emissions, as well as needs for future reduction tools.
I would like to welcome our various airport representatives from
the Allegheny County Airport Authority, Dallas-Fort Worth International
Airport and Port of Portland, who will discuss their strategies for
mitigating the impacts of climate change.
I also look forward to hearing from SkyNRG Americas on where SAF
stands in the current market and what steps Congress should take to
facilitate its adoption.
U.S. airlines must be proactive in developing strategies to reduce
the carbon emissions from the industry.
I am pleased to have Alaska Airlines join us to discuss its efforts
to reduce emissions and how other airlines could achieve similar
results.
The General Aviation Manufacturers Association (GAMA) is here today
to discuss the advances in aviation manufacturing that can lead to
reduced emissions.
Finally, emerging fuel sources, like hydrogen, present long-term
options to help decarbonize the aviation industry in the future.
I am pleased to welcome ZeroAvia, which is building a major
research and development facility at Paine Field in my district, to
testify on their efforts to bring hydrogen powered aircraft into the
mainstream.
I look forward to hearing from today's witnesses on where current
efforts stand and potential next steps to address these issues.
While Congress, the Administration, and industry are working to
reduce carbon emissions and fight climate change at U.S. airports,
there is more work to be done.
Thank you, and I look forward to today's discussion.
Mr. Larsen of Washington. And with that I now call on the
ranking member of the subcommittee, Mr. Garret Graves, for an
opening statement.
Mr. Graves of Louisiana. Thank you, Mr. Chairman. Mr.
Chairman, I have heard from a lot of constituents over the past
several weeks about aviation, and I have heard a lot of
concerns about congestion at the airports, the inability to get
through security.
I have heard a lot about higher energy prices and how those
are influencing higher ticket costs, which puts aviation travel
out of reach for many of the constituents that we represent;
the impact of the labor shortage that is resulting in canceled
routes or canceled flights, and the adverse impact that that is
having on families; and of course, things like new entrants
into the aviation space, like advanced air mobility or drones,
and how those might be able to help improve convenience.
Mr. Chairman, today we are here to talk about the aviation
sector's efforts to reduce emissions or to address climate
change, and some of the efforts that have been undertaken by
both airports and by airport stakeholders and airport
operators, the aviation industry, new technologies. And it is
interesting, because not too long ago, the committee had a
hearing on noise pollution. And in that discussion, we talked
about how, in recent years, we have seen extraordinary
reductions, or great strides in reducing noise pollution as a
result of aircraft, as a result of new engine technology, and
as a result of quieter aviation systems.
In fact, we talked then about advanced air mobility and
drones, and how those are going to transform our skies, both
from an emissions perspective, as well as continuing to move in
a direction of lower noise or noise pollution.
However, despite the fact that everyone was pretty excited
about the rewrite of part 23, the FAA inexplicably has come in
and decided that, instead of using that much-celebrated
rewrite--as using it for the process by which we will be
certifying advanced air mobility or drones, instead they have
come in and totally reversed course, that they have opted
instead to do everything in their power to get in their way,
and instead to certify aircraft--these AAM vehicles--as special
class aircraft. Baffling to me.
There is no safety justification for the certification. It
is just bureaucracy getting in the way of results. There are
plenty of safety items with AAM that need to be worked through,
things that we need to be addressing, things like operations,
pilot training, fire suppression, aircraft security,
integration into airspace, and much more. But the FAA and
industry now have to spend their time on paperwork exercises
and trying to cut through bureaucracy as they push schedules or
timelines to the right.
I would love to be talking about new technologies and how
we are going to be able to use innovation and advanced
technologies to reduce pollution as well as noise. But
unfortunately, I think we are going to be continuing to talk
about the bureaucracy that the FAA has created in this drone
situation, and I think likely in many other situations moving
forward.
Returning to the topic today of emissions and mitigation
and reduction at U.S. airports, I want to build off the notion
already laid on the table that progress is most often achieved
when Government gets out of the way and fosters collaboration
with industry and itself.
Aircraft engines are a great example of the collaboration.
By working with industry, each successive generation of
passenger aircraft and turbine engine has grown more and more
efficient. As more Americans affordably and safely take to the
skies, total emissions in the aviation industry have remained
relatively static.
And we are going to hear today from airports like
Pittsburgh International Airport, that has designed their own
microgrid, the first one in the world, as a matter of fact,
reducing emissions, improving resiliency, and taking advantage
of local resources.
Looking at numbers, aircraft accounted for 9 percent--
aircraft accounted for 9 percent--of the U.S. transportation
sector's carbon emissions and approximately 3 percent of all
emissions overall in 2018. Airport operations are estimated to
account for less than 2 percent of the aviation sector's total
carbon emissions. And internationally, the civil aviation
sector accounts for approximately 1.3 percent of global carbon
emissions, and it is estimated the sector's contribution will
increase in the coming decades.
It's a great news story, but it shouldn't be lost on anyone
that the United States is the global leader in reducing
emissions and improving efficiency. But it is important to
note, Mr. Chair, that for every 1 ton of emissions we have
reduced in the United States, that China has increased by 4,
even under their commitments in the Paris Accords. What right
now is emitting greater than the United States, European Union,
Japan, South Korea, and whichever other countries, they are
going to increase another 50 percent between now and 2030. That
is a move in the wrong direction.
And I want to remind you, Mr. Chair, as we are seeing with
Ukraine right now, countries like Russia, China, and others do
not care about international norms, international commitments.
There are differing opinions in the room on this issue, but I
think we can agree that making smart and targeted investments
in resiliency and aligning our policies accordingly are no-
regrets moves. We should be doubling and tripling down on the
successful policies that are helping to improve the resilience
of airports and the resilience of our environment. And I look
forward to hearing from our witnesses on how Congress can help
airports do just that.
Thank you, I yield back.
Mr. Larsen of Washington. Thank you, Representative Graves.
The Chair recognizes the chair of the full committee,
Representative DeFazio of Oregon, for an opening statement.
Mr. DeFazio. Thanks, Mr. Chairman. This is a really
important hearing examining different infrastructure,
technologies, and other initiatives airports, stakeholders, and
airlines are using to mitigate or, potentially in the future,
mitigate the effects of aviation on carbon pollution and
climate change.
The recent WHO numbers for climate change were in terms of
the ``single biggest health threat facing humanity,'' and the
numbers we have had just this last week show that we are
potentially going to exceed the 1.5 degrees Celsius goal, which
was considered zero percent in 2015 by 2025. Things are
accelerating.
Aviation is growing tremendously. So, we do need a major
focus on aviation. I have a little different figure in terms of
the total impact than Ranking Member Graves, but it is small.
But given the projections in growth, and given the fact that
other sectors have more available immediate, off-the-shelf
alternatives to reduce carbon, aviation will grow very quickly
as a percentage of emissions.
And I appreciate Alaska Airlines being here today, which is
generally my go-to airline, being on the west coast, and the
fact that they are working in many different ways, as are a
number of the other airlines.
I met with the Transport Minister from Great Britain just
last week, and they are going to offer--and any airline
anywhere in the world is eligible to participate--a substantial
prize for the first company--of course, I don't think that is a
route Alaska Airlines flies, but one of your partners would--to
fly from Great Britain to the U.S. with 100 percent sustainable
fuel. But the issue is, how are we going to produce those kinds
of volumes? How are we going to distribute it?
In the INVEST Act, we had substantial funding for the
technology and the infrastructure that would be needed at
airports. And as we move toward sustainable aviation fuels,
unfortunately, the totally dysfunctional Senate, in writing its
version behind closed doors, left out that provision, among
many others, that could potentially deal with climate change,
since the bill was written by climate deniers. And that is a
shame.
I hear the gentleman's frustration about the FAA. I share
it. And I talked to Secretary Buttigieg last weekend and said
we need a transformative manager, leader of the FAA.
I will just point to one thing that is really irksome. We
put one sentence in the last FAA reauthorization: Flight
attendants shall have the same duty rest time--I hope the FAA
is listening--as pilots. Somehow that had to go through a major
rulemaking. That wasn't clear what that meant. That is total
BS, to begin with.
It is 4\1/2\ years later, and they haven't even forwarded
that rule to the regulatory bureaucracy called OIRA and OMB,
who should be eliminated. But it has got to go there before we
can finally implement that one sentence. So, if they can't get
something that simple done, how are they going to deal with
these new complex issues? So, I share the gentleman's
frustration with that.
So, we are going to hear a lot today that is very
interesting from the witnesses on what can be done in the air
and on the ground to mitigate carbon emissions that are related
to aviation. I am excited to hear the testimony.
And with that, I would yield back the balance of my time.
[Mr. DeFazio's prepared statement follows:]
Prepared Statement of Hon. Peter A. DeFazio, a Representative in
Congress from the State of Oregon, and Chair, Committee on
Transportation and Infrastructure
Thank you, Chair Larsen, for calling this very important hearing
today focused on examining the different infrastructure, technologies,
and other initiatives U.S. airports and stakeholders are utilizing to
mitigate and prepare for the effects of climate change.
According to the World Health Organization, climate change is the
``single biggest health threat facing humanity.'' In the decades ahead,
the futures of our children and our grandchildren will directly depend
on what we do today. But we shouldn't wait to act until we experience
even more disastrous effects of climate change.
Whether it's the increasing nature of 100-year storms or the
massive wildfires and blistering heat waves that plagued my home state
of Oregon last year, climate change is here and continues to present a
growing threat to millions of Americans each and every day. That's why
it is vital we do everything in our power to mitigate and prepare for
it. But we are running out of time.
Since signing the Paris climate agreement in 2015, the global
community has focused on one climate goal: limiting global warming to
1.5 degrees Celsius above pre-industrial levels to avoid the most
severe effects of climate change. But as greenhouse gas emissions
continue to grow, a recent report from the World Meteorological
Organization shows there is a 50 percent chance global temperatures
could temporarily hit this critical threshold within the next five
years.
The same report alleged that this probability is only increasing
with time. For instance, in 2015, the chance of temporarily crossing
that same threshold was zero, thus highlighting the frenetic pace of
human-caused climate change.
Unfortunately, the aviation industry's contribution to climate
change has grown in recent years. While aviation currently only
accounts for nine percent of transportation emissions and three percent
of total emissions in the United States, aviation emissions have grown
by 22 percent over the last decade, quickly becoming one of the fastest
growing sources of emissions in the transportation sector. If left
unaddressed, carbon emissions are on track to potentially triple by
2050, accounting for a quarter of all carbon emissions.
To be clear, much is being done in this space. As we will hear from
the witnesses today, there have been record investments in sustainable
aviation fuels (SAF), hydrogen fuel sources, and other innovative
technologies that aim to reduce or even eliminate the aviation
industry's growing carbon emissions.
Moreover, the FAA has a range of programs designed to help
airports, airlines, and other aviation stakeholders address climate
change. This includes the Voluntary Airport Low Emissions (VALE) and
Zero Emission Vehicle and Infrastructure Pilot programs, which help
airports purchase low and zero emission vehicles, infrastructure, and
other equipment to lower their carbon footprint and become more
environmentally sustainable.
It also includes important research programs, such as the
Continuous Lower Energy, Emissions, and Noise (CLEEN) program, which
fosters partnerships with the private sector to conduct critical
research on SAF, aircraft engine technologies, and other aviation
environmental matters.
But we need to do more!
That's why last Congress I included a number of provisions in H.R.
2, the Moving Forward Act, specifically aimed at addressing climate
change in aviation. This included the creation of a dedicated funding
program for airport environmental projects, making airport resiliency
projects eligible for AIP funding, expanding the VALE program to all
commercial airports--not just those in non-attainment areas--and the
development of the first-ever grant program for SAF infrastructure
projects and other low emission aviation technologies.
While these provisions were not ultimately included in the
Infrastructure Investment and Jobs Act (IIJA), I am hopeful that my
colleagues consider these proposals--many of which are supported by the
witnesses before us today--for inclusion in the next FAA
reauthorization bill. I am also eager to learn how airports are using
the record amount of IIJA funding they are set to receive to bolster
their existing efforts to address climate change.
When it comes to climate change, the consequences of inaction
cannot be overstated. More severe and frequent storms, flooding,
extreme heat, wildfires, droughts, and other environmental disasters
will have profound effects on every aspect of human life. But it is my
hope that the testimony we hear today will provide the committee and
the aviation industry with real solutions to help tackle the climate
crisis and provide a healthier, more sustainable future for generations
to come.
I look forward to hearing from the witnesses on this important
issue. I yield back.
Mr. Larsen of Washington. Thank you, Mr. Chair. We will
introduce the witnesses now for the record.
Ann Ardizzone, vice president of supply chain for Alaska
Airlines.
Then we will hear from Paul Hoback, Jr., executive VP and
chief development officer for the Allegheny County Airport
Authority, which oversees developments at the Pittsburgh
International Airport.
For Robert Horton, I want to turn and recognize
Representative Van Duyne to introduce Mr. Horton.
Ms. Van Duyne. Thank you very much. My district is home to
DFW Airport, which is a great provider of thousands of jobs in
our community. And this is one of the world's busiest
international airports, and serves as the headquarters of one
of the world's largest commercial airlines. DFW Airport is
constantly at the forefront of innovation in leading the
passenger experience.
It is my pleasure to introduce Robert Horton, vice
president of environmental affairs and sustainability for
Dallas Fort Worth International Airport. He also serves as the
airport board's environmental and sustainability officer.
Robert provides strategic and innovative leadership for DFW
Airport's environmental and sustainability programs. He holds
bachelor of science and master of engineering degrees in
agriculture and biological engineering from the University of
Florida. And in December 2019, he received the Distinguished
Alumni Award.
He has been formally recognized amongst trade and industry
thought leaders as a champion for rapidly evolving aviation and
sustainable operations, and he was selected to serve as a
Commissioner for Alliance to Save Energy's U.S. Commission on
Transportation Sector Efficiency for his leadership on
environmental and sustainability issues.
A proven leader throughout his career, with more than 20
years of experience in the aviation and transportation
industries, Robert's perspective will highlight the great work
being done by DFW Airport.
Robert, thank you for taking the time to speak with the
committee, and I yield back.
Mr. Larsen of Washington. Thank you, Representative Van
Duyne. I am pleased to have Mr. Horton here.
Next, after Mr. Horton, we will hear from Pete Bunce, the
president and CEO of General Aviation Manufacturers
Association.
Then Jennifer Bies, the director of environmental
operations for the Port of Portland.
John Plaza will follow. He is the president and CEO of
SkyNRG Americas.
And then Val Miftakhov, who is the founder and CEO of
ZeroAvia.
So, I want to thank everyone for joining us today. We will
now move to witness testimony.
Without objection, witnesses' full statements will be
included in the record.
Since the written testimony has been made part of the
record, the subcommittee requests that you limit your oral
testimony to 5 minutes.
With that, Ms. Ardizzone, finally, you may proceed.
TESTIMONY OF ANN ARDIZZONE, VICE PRESIDENT OF SUPPLY CHAIN,
ALASKA AIRLINES; PAUL HOBACK, Jr., EXECUTIVE VICE PRESIDENT AND
CHIEF DEVELOPMENT OFFICER, ALLEGHENY COUNTY AIRPORT AUTHORITY;
ROBERT HORTON, VICE PRESIDENT OF ENVIRONMENTAL AFFAIRS AND
SUSTAINABILITY, DALLAS FORT WORTH INTERNATIONAL AIRPORT; PETER
J. BUNCE, PRESIDENT AND CHIEF EXECUTIVE OFFICER, GENERAL
AVIATION MANUFACTURERS ASSOCIATION; JENNIFER BIES, DIRECTOR OF
ENVIRONMENTAL OPERATIONS, PORT OF PORTLAND; JOHN PLAZA,
PRESIDENT AND CHIEF EXECUTIVE OFFICER, SkyNRG AMERICAS, INC.;
AND VAL MIFTAKHOV, FOUNDER AND CHIEF EXECUTIVE OFFICER,
ZeroAvia
Ms. Ardizzone. Thank you. Chairmen DeFazio and Larsen,
Ranking Members Graves and Graves, and members of the
subcommittee, thank you for the opportunity to appear at
today's hearing.
My name is Ann Ardizzone, and I am the vice president of
the supply chain at Alaska Airlines, headquartered in Seattle.
In this capacity, my team and I work across the company to
ensure that our employees and guests have what they need to get
from place to place and experience an airline that people love.
In April 2021, Alaska Airlines announced sustainability
goals. Near term, we aim to be the most fuel-efficient U.S.
airline by 2025. We have been number-one before, and we plan to
be there again. Longer term, we set an ambitious goal to
achieve a net-zero carbon footprint by 2040. To get to net
zero, we set a five-part path--
Operational efficiency: As one example, we are the first
airline to use a new software system to help dispatchers
optimize flightpaths for safety and efficiency. We also look
for efficiencies on the ground with our airport partners, like
Portland and Pittsburgh, to support electric ground service
equipment, and urge Congress to expand programs like VALE.
Two, fleet renewal: We are modernizing our fleet with up to
145 Boeing MAX aircraft, which are 25 percent more fuel
efficient on a seat-by-seat basis.
Three, sustainable aviation fuel, or SAF: This should be
the immediate focus for carbon reduction and aviation, and I
will talk more about this in a moment.
Four, new propulsion technology, such as electric and
hybrid-electric aircraft, including those using hydrogen: To
make this a reality, Alaska announced a collaboration with
ZeroAvia. One particularly exciting aspect of this project was
the potential to take existing aircraft and adapt to hybrid or
zero-emissions technology, as we need solutions that can build
on existing aircraft fleets and infrastructure, and make
practical sense for the industry as a whole.
And five, carbon offsets: They play a role in our strategy,
but we see them as a short-term solution. They will be
necessary, depending on the pace and scale of our other
efforts. We are focused on building a strategy for offsets that
are credible, certified, and have offsetting capacity.
But more about SAF. SAF is safe. It is available now. We
don't have to make any changes to aircraft. It is certified,
drop-in fuel that meets all jet fuel standards. It is also
effective. SAF reduces carbon emissions by as much as 80
percent on a life-cycle basis. With aviation's reliance on
liquid fuels continuing, SAF is the critical lever the industry
must use over the next several decades.
But there are obstacles we need to work through, and here
is where we need your help--
There is a limited availability: We are proud of the SAF
partners we have today, including SkyNRG, but the reality is
SAF availability is well below 1 percent of total fuel demand.
Cost parity: We need SAF to be commercially viable, meaning
cost competitive, appropriately scaled, and reliably supplied.
Cost and scale are the big challenges. SAF can cost two to six
times more than conventional jet fuel. Simply put, the
economics of SAF don't work yet.
Alaska strongly supports those advocating for the SAF
blender's tax credit to be the foundational Federal incentive
policy. A meaningful SAF-specific tax credit is necessary to
encourage investment in the sector, but also to eliminate the
existing disincentives for SAF production versus other
petroleum-based fuels, namely renewable diesel.
Lack of infrastructure: Alaska also supports the AERO Act
to create a grant program at DOT that would provide funding to
enable SAF producers to construct facilities and scale up
operations for production, transportation, and storage of SAF.
Lack of equitable access, which is crucial to scaling a
stable supply: Public policy and positive incentives should
support airports across the country and provide equal access to
SAF fuel to all carriers, as well as encourage supplier
diversification. Creating a robust domestic SAF market will
benefit our Nation's energy independence and create jobs across
the country.
In conclusion, Alaska Airlines is fully committed to this
path. Sustainability is built into our values and is part of
our commitment to communities. But we also know it is not
possible on our own, and that is why we have articulated a
long-term vision. But public policy is absolutely critical to
enable the biggest steps forward to decarbonize aviation,
particularly SAF.
With that, I look forward to your questions.
[Ms. Ardizzone's prepared statement follows:]
Prepared Statement of Ann Ardizzone, Vice President of Supply Chain,
Alaska Airlines
Chairman Larsen and Ranking Member Graves, and distinguished
members of the House Transportation and Infrastructure Subcommittee on
Aviation, thank you for the opportunity to appear at today's hearing.
My name is Ann Ardizzone and I am the Vice President of Supply Chain at
Alaska Airlines. In this capacity I work across our organization--and
with our sister regional carrier Horizon Air--to ensure that our
operation, employees and guests have what they need to not only get
from place to place, but to experience an airline people love. It also
means that my team and I are deeply engaged in helping the company meet
its goals for the future and to ensure that we have a strong supply
chain to support and drive innovations in aviation.
This year Alaska Airlines is celebrating our 90th anniversary. We
have always taken a balanced, long-term approach to running our
business, and that's why we are here today, ready to deliver for the
next generation who depend on us. Alaska Airlines is the 5th largest
U.S. carrier. We are the only major airline based on the West Coast,
with our headquarters in Seattle and additional hubs in Los Angeles,
San Francisco, Portland, and Anchorage. With more than 1,000 flights
per day across North America--spanning from Hawaii to Washington,
D.C.--we operate and employ people in urban centers and rural areas
across the U.S., as well as in Canada, Mexico, Belize and Costa Rica.
As a member of the oneworld alliance, our passengers, whom we call
guests, can reach over 900 destinations in more than 170 countries and
territories. We are also the only pre-deregulation passenger airline
still operating a dedicated freighter fleet in the U.S.
We are committed to safety as our number one value, to exceptional
caring service for our guests and communities, and to offering low
fares enabled by maintaining low costs and running our business in a
fiscally conservative way. We are proud to be one of the few airlines
that has never filed for bankruptcy.
We brought those same historical commitments and values to
addressing the challenges brought on by the pandemic. The entire
aviation industry--labor, airports, airlines and government--
collaborated in an unprecedented way to meet this moment.
Throughout the pandemic, Alaska Airlines didn't lose track of what
is important: Leading with our values. As we return to growth, it is an
opportunity to rebuild responsibly and embed these values even deeper
in our culture and our business.
In April 2021, Alaska Airlines announced our new 2025
sustainability goals across the most important areas of impact for the
company, including near-term goals to be the most fuel-efficient U.S.
airline by 2025. The company also set an ambitious goal to achieve net
zero carbon footprint by 2040. That strategy leverages operational best
practices and next-generation disruptive technology to transform and
reduce the long-term climate impact of aviation--another area we will
continue to need to partner with government on as we modernize in this
next age of aviation, and the topic of today's hearing. To turn our
sustainability commitment into real action, we tied company-wide
performance-based pay to measurable progress--because that's what
creates deep organizational and cultural change. And we are proud that
the sustainability efforts of our employees have been recognized among
the TIME100 Most Influential Companies in 2022 and contributed to
Alaska Airlines being named the worldwide 2022 Airline of the Year by
Air Transport World.
This isn't easy work--aviation is a difficult sector to
decarbonize. We love airplanes and we know that connecting people is
critical to businesses and families alike. We also know that we burned
656 million gallons of jet fuel in 2021 to get people and cargo from
point A to point B--and we've got to do that more sustainably. Our
``flight plan'' as we call it includes five parts, each of which have
an aspect related to our operations at U.S. airports as well as in our
skies. [See Exhibit 1]. In 2021, Alaska Air Group also launched and
funded Alaska Star Ventures LLC, an investment arm with a primary focus
on identifying and supporting companies working on emerging green
technologies, because we know that much of the path ahead relies on
innovation and expanding access to new options--and that work will take
all of us.
Here's our five-part plan--I'll describe what Alaska Airlines is
working on with our partners but also the opportunity for government
collaboration to advance each part for the industry, airports and
communities we serve:
1. Operational efficiency
2. Fleet renewal
3. Sustainable Aviation Fuel
4. New propulsion technology
5. Carbon offsets
1. Operational Efficiency
At Alaska Airlines, we explore every opportunity to reduce fuel
burn and emissions within our operation. Alaska Airlines has a long
history of prioritizing operational efficiency and continues to stay
laser focused on continual improvement in this area. In the air, Alaska
Airlines is the first domestic airline to use a new software system
that uses artificial intelligence and machine learning to help our
dispatchers determine the safest and most efficient flight plans. So
far, we've optimized 20,869 flights--about 10% of all flights--with a
net savings of 241 pounds of fuel per flight optimized.
We also look to find efficiencies on the ground through company
policies like turning off auxiliary engines and plugging in to
preconditioned air at the gate, or single engine taxi when possible.
Executing an efficient aircraft turn has the potential to save 469
pounds of CO2 from being emitted which is the equivalent of
driving a car 535 miles, or driving from Washington, D.C. to Detroit.
Working to address climate change impacts and find efficiencies on
the ground requires close partnership with our airports and will
require investment from the federal government. These projects are
important not only for the broader impact on climate, but for impact to
airport communities close to home. These relationships between airlines
and airports work best when we have shared goals and commitments on
reducing the carbon impact of travel and finding creative solutions
together, without resorting to mandates or punitive policies.
There are success stories of airports working with airlines to
simultaneously invest and seek funding for electric ground-service
equipment (eGSE) and the required electric and charging infrastructure
needed to support eGSE. A real challenge is not necessarily the
procurement of eGSE equipment itself, it is insufficient charging
stations and limited space for charging eGSEs. I need to know, as VP of
Supply Chain, that the equipment is the right investment and will be
able to be used.
Today Alaska Airlines' GSE fleet is 34% electric and by 2025 our
GSE fleet will be 50% more efficient than it was in 2020. We are
working with airports across the country to meet this goal including
the Port of Portland (PDX) and Pittsburgh International Airport (PIT)
represented here today. We are actively supporting PDX on numerous
projects that will result in lower carbon emissions, including gate
electrification and ground equipment charging stations, as well as
supporting their hydrothermal groundwater heating system. With regard
to PIT, Alaska Airlines supported their FAA Voluntary Airport Low
Emissions (VALE) grant application to provide electrical upgrades at
gates, as well as purchasing preconditioned air for existing jet
bridges which will allow Alaska Airlines to discontinue use of
auxiliary power units (APUs) while at the gate and reduce fuel burn and
emissions.
Ensuring that the electric capabilities at the airport and the
infrastructure to the gate all the way to the charging stations are an
airport function but can be costly. Many airports in the U.S. are over
50 years old and will require electrical infrastructure upgrades. These
projects often are in excess of $10 million, depending on the airport.
When the electrical infrastructure is available, bringing the
electricity outside of the terminal to install charging ports can cost
between $65,000 to $80,000 per gate.
One way that Congress can continue to support the industry-wide
adoption of electric ground service equipment is through an expansion
of FAA's VALE program to support this critical airport infrastructure.
Currently the VALE program allows airports to take proactive steps to
improve air quality and reduce emissions in non-attainment (poor air
quality) and maintenance areas according to the National Ambient Air
Quality Standards (NAAQS). Eligible projects include eGSE like bag tugs
and belt loaders, natural gas refueling stations, electric gates and
terminals, and electric preconditioned air and ground power converter
units. This program should be expanded to allow eligibility at airports
not just airports based on limited air quality metrics. There are many
airports around the country that would benefit from this expansion and
is something Alaska Airlines supports, along with our trade
association, Airlines for America (A4A).
2. Fleet Renewal
The second component of our flight plan is fleet renewal to
modernize our aircraft and improve efficiency. We currently operate a
mainline fleet of 227 aircraft. Last year, we placed a large order with
Boeing and have added 21 new 737 MAX to our fleet, with orders and
options for 124 more through 2026 as we transition to a single fleet.
The new aircraft are more than 20% more fuel efficient on a seat-by-
seat basis than the aircraft they are replacing, and we continue to
work with Boeing and other manufacturers on ways to improve efficiency
over time.
When it comes to working with our manufacturers to improve the
efficiency of modern aircraft, we have seen great examples of
government funded research turn into development of new designs and we
urge continued investments. Back in 2017, Alaska Airlines retrofitted
all eligible 737s with split-scimitar winglets (turned up extensions at
the tips of the wings). These increased our fuel efficiency by 3% to 5%
per aircraft, and winglets are now standard on all new aircraft ordered
and delivered.
Continued and enhanced Congressional support for the various
research and development programs supporting advancement in aviation
are key to continued modernization of aircraft--winglets are just one
example. These programs include both the Center of Excellence for
Alternative Fuels and Environment (ASCENT)--which is funded by the
Federal Aviation Administration (FAA), National Aeronautics and Space
Administration (NASA), the Department of Defense, Transport Canada and
the Environmental Protection Agency (EPA)--and the FAA's Continuous
Lower Energy Emissions and Noise (CLEEN) Program, among other programs
at FAA, NASA, Department of Energy (DOE), etc.
3. Sustainable Aviation Fuel (SAF)
With aviation's reliance on liquid fuels continuing for the coming
decades, SAF must be the immediate focus for carbon reduction in
aviation. It is the critical lever the industry must utilize over the
next several decades. SAF is a safe, certified drop-in fuel that meets
all jet fuel standards and reduces carbon emissions by as much as 80%
on a lifecycle basis. Alaska Airlines has been engaged with SAF
development, testing and deployment for over a decade through our
partnerships with Gevo (development and test flight), Neste (SFO
utilization), Boeing (delivery flights), and Washington State
University and the Port of Seattle (feedstock research and delivery).
In addition, Alaska Airlines participates in several industry
workgroups that help advance the research, development, demonstration,
and production of SAF.
In 2021 Alaska Airlines announced a Memorandum of Understanding
(MOU) with SkyNRG Americas to collaborate on the advancement of SAF
production. Under the MOU, SkyNRG Americas will initially focus on the
development of dedicated SAF production facilities to supply Western
U.S. airports. This collaboration builds on the industry leading Alaska
Airlines-Microsoft partnership announced in October 2020, aiming to use
SAF to offset Microsoft employee travel between Seattle and San
Francisco, San Jose and Los Angeles.
However, current SAF availability is well below 1% of total fuel
demand, and the cost can be two to six times more than the price of
conventional jet fuel. Scaling this market requires concurrently
addressing price and production in order to enable the commercial
viability of SAF. In the attached infographic [See Exhibit 2] we
identify six key areas that require industry and government involvement
and collaboration to ensure a scalable and viable market for SAF to be
developed successfully in the near future:
1) Commercial-Scale Feedstock Quantities
2) Facilities for Production, Refining, Blending
3) Transportation & Storage
4) Pricing, Purchase & Accounting
5) Engine Infrastructure
6) Operations & Customer Demand
Alaska Airlines is pleased to see the increased focus on SAF from
this Administration and from bipartisan members of Congress to address
many of these key areas. Both the Administration's Aviation Climate
Action Plan and the SAF Grand Challenge recognize SAF's key role in
decarbonizing aviation. It will take positive incentive policies and
collaboration between government and industry to make these collective
goals a reality.
There is a broad coalition of stakeholders that are actively
advocating for a SAF blender's tax credit to be the foundational
federal incentive policy to develop the SAF market, something Alaska
Airlines strongly supports. I'd like to thank the bipartisan members of
this Committee who are championing this effort with the Sustainable
Skies Act (H.R. 3440/S. 2263). This is a SAF-specific blender's tax
credit of $1.50-$2.00 per gallon and would promote and accelerate
investment in the nascent domestic SAF industry. A robust SAF-specific
tax credit is necessary to encourage investment in the sector and
eliminate the existing disincentives for SAF production versus other
ground-based alternative fuels, especially renewable diesel.
Alaska Airlines also supports the Aviation Emissions Reduction
Opportunity (AERO) Act (S. 3125) which mirrors a provision the House
has previously supported in past infrastructure bills to create a grant
program at DOT that would provide funding to enable SAF producers to
construct facilities and establish or scale up operations for
production and storage of SAF, as well as support other low-emission
aviation technologies.
In addition to these policies, the US government should continue to
invest in research and development, as well as approvals and
certifications, of new pathways and feedstocks for SAF. We are open to
discussing additional policies that will ensure that infrastructure
investments are made to support transport of SAF from production and
blending facilities to airports, as well as policies that unlock
private sector investment in this market.
Equitable access to SAF will be crucial to scaling a stable supply
chain we can rely on in the future. We view this as a collective effort
not only within the industry but with government. Public policy and
positive incentives should support airports across the country, and
carriers of all sizes, as well as a diversity of suppliers and
producers in order to advance and scale a mature and competitive
commercial SAF market. Creating a robust domestic SAF market will
benefit our nation's energy independence, create jobs across the
country, and ensure that the U.S. remains a global leader in aviation
innovation.
I look forward to working with this Committee--and others--to
explore additional ways to ensure the policies, capital, and
infrastructure investments are in place to meet the challenge.
4. New Propulsion Technology
SAF is the biggest opportunity to decarbonize aviation,
particularly medium- and long-haul flying. But there are other
propulsion technologies emerging for longer-term impact to aviation,
starting with regional.
One example is the potential for electric and hybrid-electric
aircraft, including those using hydrogen, to play a role in
decarbonizing regional aviation within the next two decades. To help
make that a reality, Alaska Airlines announced a collaboration with
ZeroAvia to begin development on a hydrogen-electric powertrain engine
capable of flying regional aircraft. The partnership will explore
deployment of ZeroAvia's hydrogen-electric propulsion technology into a
full-size 76 seat De Havilland Q400 aircraft, previously operated by
Alaska Air Group subsidiary Horizon Air. To support this initiative,
ZeroAvia will join Alaska Airlines in our new hanger at Paine Field
Airport in Everett, WA so that our maintenance and engineering teams
can support each other. One particularly exciting aspect of this
project was the potential to take existing aircraft and adapt to hybrid
or zero emissions technology, as we need solutions that can build on
existing aircraft fleets and infrastructure and make practical sense
for the industry as a whole.
The AERO Act and new research and development investment
opportunities and tax credits for electric vehicles will be essential
to ensuring continued innovation in this space. When it comes to
airports supporting these types of new aircraft in the future, Congress
should consider policies that address already constrained airport
infrastructure, airspace and capacity as well as the electric and other
infrastructure support that would be needed to support new propulsion
technologies and existing operations.
5. Credible Carbon Offsets
Finally, Alaska Airlines believes that carbon offsets should be a
last resort effort to reach net zero, but we also know that they will
likely be necessary--in volumes that depend upon the pace and scale of
progress in the steps above. Knowing that aviation is one of the
hardest sectors to decarbonize, we will leverage credible carbon
offsets, within parameters we're developing with scientific advisors,
to close any remaining gaps to our targets. For now, for guests looking
to offset their own carbon footprint we have partnered with The Good
Traveler, a program founded by the San Diego International Airport and
now used by over 20 airports, including Dallas Fort Worth International
Airport (DFW).
Conclusion
In conclusion, Alaska Airlines is committed to creating a
sustainable future for aviation, working with partners, including
airports and government, on all aspects of our five-part path toward
net zero by 2040. This is a long-term journey and it will take all of
us. This work is exciting and critically important not only to those of
us who are working on it, but it matters to our guests and corporate
customers, people applying for jobs at our airline, and people who live
in the communities we care about. Ultimately if we are going to be
responsible to all those stakeholders--as well as our owners and
others--we do feel pressure to make sure we are moving in the right
direction.
While we no doubt have challenges that we need to work through, I
have confidence we are on the right path. Thank you to the Subcommittee
on Aviation and the House Transportation and Infrastructure Committee
for holding today's hearing and exploring best practices and policies
to meet these challenges in a collaborative effort.
Exhibit 1_Alaska Airlines Flight Plan to Net Zero by 2040
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Exhibit 2_SAF_Meeting the Challenge
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Mr. Larsen of Washington. Thank you very much.
I now turn to Mr. Paul Hoback, Jr., of the Allegheny County
Airport Authority. Mr. Hoback, you are recognized for 5
minutes.
Mr. Hoback. Good afternoon, Chairman Larsen. Thank you so
much. And good afternoon, Ranking Member Graves and members of
the Aviation Subcommittee. My name is Paul Hoback. I am
executive vice president and chief development officer at the
Allegheny County Airport Authority, which operates Pittsburgh
International Airport.
We are a medium-sized hub airport with growing passenger
traffic that reached nearly 10 million passengers in 2019.
Likewise, our cargo operation has grown dramatically over the
past several years as an alternative to congested large gateway
airports. Our airport sits atop 8,800 acres of land and is
among the largest airport campuses in the country. It enables
us to be an economic driver for our region while providing
opportunities to innovate.
Thank you for this opportunity to speak to you today about
the efforts to address climate change at airports.
We know that the industry, like so many, needs to change.
And at Pittsburgh International, we are leading the way through
both broad and focused efforts. For us, the biggest is the
installation of the world's first airport microgrid that makes
us entirely self sufficient for power generation while
significantly decreasing our carbon footprint at the same time.
After seeing the impact of power failures at other
airports, we identified four goals for this project: to improve
airport resiliency and reliability; support our sustainability
goals; lower our electricity costs; and support the local
natural gas industry. We discovered the best way to do this was
through an airportwide microgrid powered by natural gas and
solar energy.
Our microgrid began operation in the summer of 2021, and
the effects were immediate. The 23-megawatt microgrid serves as
the primary electric power source for the terminal and airport
campus. It includes 5 natural gas-fired generators and nearly
10,000 solar panels that produce energy equivalent to powering
more than 13,000 homes. Any excess power not used onsite is
exported to the grid. By utilizing cleaner energy versus
importing it from the grid, our microgrid provides a yearly
carbon reduction of over 8 million pounds, the equivalent of
eliminating 9 million miles driven by passenger cars.
The solar array is constructed atop 8 acres of an old
landfill site, a practice the Pennsylvania Department of
Environmental Protection is looking to duplicate in other parts
of the State. We are in plans right now to double the number of
solar panels in the very near future by maximizing the
available space used for solar on this landfill.
We understand the decarbonization goals within our
industry, and we are fortunate to be able to tap into a natural
resource of our campus, where we have 14 Marcellus Shale wells.
We recognize that the industry must move incrementally,
primarily due to safety and cost factors, and we view natural
gas as a transitional step that will propel the aviation
industry into the future.
As for the focused steps toward our goals, we make them
everywhere. We are one of the few airports in the country with
apiaries--ours with 200 colonies housing over 6 million bees--
as we contribute to rebuilding the honeybee population across
thousands of acres of airport land. We also house an innovation
lab, in partnership with Carnegie Mellon University, our
xBridge, where we are testing sustainable technologies to
improve efficiencies in our airport.
While others in the industry may have slowed down in the
face of the pandemic, we kept moving forward. In the fall of
2021, we broke ground to reshape the future of travel in our
region through our terminal modernization program. Our 30-year-
old facility, built to serve one major airline as a hub, will
be right-sized and better aligned to meet the needs of the over
2 million people who call Pittsburgh home. We will reduce long-
term costs through operating and maintenance efficiencies.
Our new terminal, the first to be designed in a post-
pandemic world, will be built by Pittsburgh. Eighty-one percent
of the construction contracts have been awarded to local
companies that will utilize locally sourced and fabricated
materials like steel, concrete, and wood.
Sustainability will be a key focus of the new facility into
the future. The new facility will feature outdoor terraces,
both pre- and post-security, to ensure access to fresh air for
our passengers and employees. During construction, a minimum of
75 percent of waste generated will be recycled and reused,
including concrete from existing airfield ramps that will be
reused for new roads. Additional plans include rainwater
harvesting, other water conservation efforts, and many more
sustainable initiatives.
Airports play a valuable role in transforming the aviation
industry through broad and focused initiatives. At Pittsburgh
International Airport, we are leading the way through
innovation and would welcome others to join us on that journey.
I appreciate the opportunity to appear before the
subcommittee today. I look forward to answering any questions
you may have. Thank you so much for your time and for all that
you do.
[Mr. Hoback's prepared statement follows:]
Prepared Statement of Paul Hoback, Jr., Executive Vice President and
Chief Development Officer, Allegheny County Airport Authority
Good afternoon, Chairman Larsen, Ranking Member Graves and members
of the Aviation subcommittee. I am Paul Hoback, Jr., Executive Vice
President & Chief Development Officer at the Allegheny County Airport
Authority, which operates Pittsburgh International Airport.
We are a medium-size hub airport with growing passenger traffic
that nearly reached 10 million passengers in 2019. Likewise, our cargo
operation, particularly international cargo, has grown dramatically
over the past several years as an alternative to congested large
gateway airports. Our airport sits atop 8,800 acres and is among the
largest airport campuses the country. It enables us to be an economic
driver for our region while providing opportunities to innovate.
Thank you for the opportunity to speak to you today about the
efforts to address climate change at airports.
We know that the industry, like so many, needs to change. And at
Pittsburgh International Airport we are leading the way through both
broad and focused efforts.
For us, the biggest is the installation of the world's first
airport microgrid to become entirely self-sufficient for power
generation while significantly decreasing our carbon footprint at the
same time.
After reading reports of power failures within similar
institutions, we identified four goals; to improve airport resiliency
and reliability, support our sustainability goals, lower our
electricity costs, and support the local natural gas industry. We
discovered the best way to do this was through an airport-wide
microgrid powered by natural gas and solar energy. The microgrid began
operation in summer 2021, and the effects were immediate.
The 23-megawatt microgrid serves as the primary electric power
source for the PIT terminal and airport campus. It includes five
natural gas-fired generators and nearly 10,000 solar panels that
produce energy equivalent to powering more than 13,000 homes. The
airport's peak demand is approximately 14 megawatts. Any excess power
not used on site can be exported to the grid. By utilizing cleaner
energy, versus importing it from the grid, the microgrid provides a
yearly carbon reduction of over 8 million pounds; the equivalent of
eliminating nearly 800 cars from the road or 9 million miles driven by
passenger cars.
The solar array is constructed atop eight acres of an old landfill
site; a practice the Pennsylvania Department of Environmental
Protection is looking to duplicate in other parts of the state. We are
in plans to double the number of solar panels in the near future.
The microgrid offers us resiliency in the event of a grid blackout
or cyber-attack and an opportunity to utilize cleaner forms of energy
generated locally. The microgrid is also inspiring change in the
industry: in 2020 it was recognized as a ``World Changing Idea'' by
Fast Company magazine, and in 2021 it won both the American Association
for Airport Executives' (AAAE) Outstanding Sustainability
Infrastructure Development and the Airports Council International's
(ACI) North America Environmental Achievement Award for Innovation.
We understand the decarbonization goals within our industry and we
are fortunate to be able to tap into a natural resource of our campus,
where we have fourteen Marcellus shale wells. We recognize that the
industry must move incrementally, primarily due to safety and cost
factors and we view natural gas as a transitional step that will propel
the aviation industry into the future.
As for the focused steps toward our goals, we make them everywhere:
from providing free electric vehicle charging stations to airport
customers, to adding water bottle filling stations throughout our
terminals--saving more than 300,000 plastic bottles in 2021. We are one
of a few airports in the country with apiaries on site as we contribute
to rebuilding the honeybee population across thousands of acres of
airport land. We also house an innovation lab, in partnership with
Carnegie Mellon University, the xBridge, where we are testing
technology to improve efficiencies in our airport. One of those
projects is a natural purifier that uses algae to reduce carbon dioxide
and increase oxgyen--a concept we are studying to bring to our
terminals.
While others in the industry may have slowed down in the face of
the pandemic, we kept moving forward. In fall 2021, we broke ground to
reshape the future of our region through our Terminal Modernization
Program. Our 30-year-old facility, built accordingly to serve one major
airline and connecting travel as a hub, will be right-sized and better
aligned to the needs of the over 2 million people who call Pittsburgh
home. We will reduce long-term costs through operating and maintenance
efficiencies. An updated design will allow for an expanded security
checkpoint, the elimination of a costly train, a newly configured
international arrivals process, the implementation of modern technology
throughout the terminal and an efficient baggage delivery system, among
other improvements. It will be also built by Pittsburgh--81% of the
construction contracts have been awarded to local companies, that will
utilize locally-sourced and fabricated materials like steel, concrete
and wood.
Sustainability will be a key focus of the new facility into the
future. The new facility will feature outdoor terraces--both pre- and
post-security--to ensure access to fresh air for passengers.
During construction, a minimum of 75 percent of waste generated
will be recycled or reused, including concrete from existing airfield
ramps that will be reused for new roads. Additional plans include
rainwater harvesting and other water conservation efforts. We will
achieve, at a minimum, LEED Silver but striving toward Gold
certification.
Airports play a valuable role in transforming the aviation
industry, through broad and focused initiatives. At Pittsburgh
International Airport, we are leading the way through innovation; and
would welcome others with us on that journey.
I appreciate the opportunity to appear before the subcommittee. I
look forward to answering any questions you may have.
Appendix
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Pittsburgh International Airport Microgrid
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Solar Farm
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Outdoor Terrace
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Bees at our apiary
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Wood paneling in our new terminal
Mr. Larsen of Washington. Thank you, Mr. Hoback. I now
recognize Robert Horton of DFW.
Mr. Horton, you are recognized for 5 minutes.
Mr. Horton. Thank you. Good afternoon, everyone.
Congresswoman Van Duyne, thank you for the kind
introduction. Chairman DeFazio, Chairman Larsen, Ranking Member
Graves, and members of the subcommittee, I appreciate the
opportunity to testify about sustainability and resiliency
programs at Dallas Fort Worth International Airport.
DFW's history of leadership on climate action has
positioned the airport to articulate the unique challenges U.S.
airports face. In 2016, DFW became the first carbon-neutral
airport in North America, and 1 of 70 airports globally. Only
three U.S. airports have achieved this distinction. Then, at
the U.N. COP26 event in Glasgow last November, we announced an
ambitious goal of achieving net-zero emissions by 2030, two
decades ahead of the industry target.
Our holistic approach to sustainability complements
business performance. For example, without purchasing 100
percent of our electricity from renewably generated sources,
electricity would represent the largest component of our carbon
footprint. So, when we transition to purchasing renewable
electricity, we leverage innovative procurement methods to
reduce electricity costs and our carbon footprint.
The largest remaining component of our carbon footprint,
almost two-thirds, is facility heating from using natural gas
boilers to heat our terminals. We developed plans for a new
electric central plant, utility plant, that formed the
cornerstone of our roadmap to net zero, and addressed our top
emission source.
Another significant component of our carbon footprint is
our fleet, including 700 gasoline, diesel, and compressed
natural gas vehicles. Last August, DFW deployed the first
electric airside buses. In addition, we accessed FAA's Zero-
Emissions Vehicle and Infrastructure Pilot Program Grants to
continue transitioning to electric-vehicle alternatives. Access
to FAA's VALE program discretionary grants support our
decarbonization initiatives and those of our airline partners
by increasing electric charging infrastructure.
Societal demands for airports are likely to surge in the
coming years, especially in the fastest growing metropolitan
area in the Nation.
In addition, the broad demand for mass electrification at
airports may pose new and uncertain operational challenges.
This is why funding research on stress testing for resilience
is imperative to help identify the potential for cascading
failures, risks, and impacts, and enhance resilience. Advancing
resilience through stress testing allows airports to bounce
forward and improve operations in an increasingly complex and
threat-diverse world.
So, as critical economic hubs within our broader
communities, investments in sustainable infrastructure at
airports should demonstrate downstream benefits to other
connected utilities, companies, and communities at large. To
that end, DFW established a sustainability partnership with
several tenants, including American Airlines and Hyatt Hotels,
to purchase renewable electricity for their on-airport
facilities, and add ground power units to reduce emissions from
aircraft auxiliary power units.
Today's investments in research and development can
accelerate airports' ability to achieve their long-term
decarbonization and resilience goals. Therefore, our
recommendations include, first, funding airport research on
integrated systems-based stress testing to identify those
critical links and the potential cascading failures, while
strengthening our vital transportation infrastructure.
Second, creating a dedicated funding source for airport
infrastructural and operational investments in sustainability,
resilience, and climate to eliminate the need for eligible
projects to compete against safety or efficiency targets.
U.S. airports have a rare opportunity to revolutionize how
we operate, and provide value to the Nation and our
communities. So, we must continue to innovate and invest in a
sustainable future.
Thank you for the opportunity to testify before the
committee. I look forward to your questions.
[Mr. Horton's prepared statement follows:]
Prepared Statement of Robert Horton, Vice President of Environmental
Affairs and Sustainability, Dallas Fort Worth International Airport
Chairman Larsen, Ranking Member Graves, and members of the
committee thank you for the opportunity to testify about the
sustainability and resiliency programs at Dallas Fort Worth
International Airport (DFW).
I am the Vice President of Environmental Affairs & Sustainability
for DFW and the Airport Board's Environmental & Sustainability Officer.
I have more than 20 years of experience within the aviation,
transportation, and sustainability industries, successfully bringing
together diverse stakeholders to drive global energy efficiencies,
sustainable growth, and operational cost savings.
I have served as a Commissioner for the Alliance to Save Energy's
U.S. Commission on Transportation Sector Efficiency, on the Board of
Directors for Texan by Nature, and recently the National Renewable
Energy Laboratory (NREL) External Advisory Board for Advanced Research
on Integrated Energy Systems (ARIES), an effort to explore the
possibilities of the nation's future energy systems.
I hold both a Bachelor of Science and Master of Engineering degree
in agricultural and biological engineering from the University of
Florida. I am currently working towards obtaining a Doctor of
Philosophy in interdisciplinary ecology from the University of Florida
as well.
DFW's History of Climate Action and Net Zero Carbon Roadmap
DFW's history of leadership on climate action has positioned the
Airport to articulate the unique challenges U.S. airports face. DFW
employs a holistic approach to sustainability, and smart business
investments in renewables and energy efficiency have enabled us to
reduce absolute carbon emissions by 80% since the 2010 baseline.
Moreover, we have done this while increasing the resiliency of our
systems and reducing energy costs.
In October 2020, DFW became the first Airport in the world
certified at the highest level of Airport Carbon Accreditation, Level
4+ (Transition). In the same year, we also received a United Nations
Global Climate Action Award, and we have received two EPA Climate
Leadership Awards since 2016. DFW is also recognized as a Green Power
Partner through the EPA Green Power Partnership Program and ranks as
the highest transportation partner in the National Top 100. These
awards recognize and validate our net zero carbon roadmap.
DFW is committed to achieving net zero carbon emissions by 2030--
two decades ahead of the Intergovernmental Panel on Climate Change's
(IPCC) global target of 2050. Our goals are also at the heart of the
Federal Aviation Administration's (FAA) Airport Climate Challenge,
which challenges airports to achieve net zero operating capabilities by
2050.
Airports as Key Players in Advancing Resilience and Decarbonization
Strategies
Today, about one-third of DFW's electricity use occurs at our
Central Utility Plant, which provides cooling for our terminals.
Without our investment in purchasing 100% of our electricity from
renewably generated sources, electricity would represent the largest
component of our carbon footprint. In addition, DFW's improvements
towards sustainable infrastructure operations are not confined to the
airport but contribute substantial downstream opportunities to the
communities we serve.
The switch to purchased renewable electricity was a key initiative
that enabled us to achieve carbon neutrality and eliminate our most
significant source of emissions. When we transitioned to purchasing
renewable electricity, we also reduced our electricity costs,
demonstrating that sustainability makes business sense. Rather than
competing goals, DFW was able to identify strategies to complement
sustainability and economics and achieve both goals simultaneously.
Today, the largest component of our carbon footprint--almost two-
thirds--is facility heating. These emissions come primarily from using
natural gas boilers in our Central Utility Plant to provide heating for
over 7 million square feet of terminal space. Therefore, our net zero
goal is not achievable without a solution to decarbonize terminal
heating. In 2020, DFW completed the design of a future Electric Central
Utility Plant (e-CUP), which forms the cornerstone of our roadmap to
net zero and addresses our top two sources of emissions. The future e-
CUP will achieve an estimated 86% reduction in natural gas use from the
baseline by transitioning terminal heating loads from natural gas
boilers to electric heat pump chillers powered by purchased renewable
electricity. In addition, DFW is planning for new chiller units
utilizing next-generation refrigerants that will reduce atmospheric
impacts from refrigerant losses.
DFW's e-CUP is an example of the challenges and opportunities
facing many airports. Generational investments in infrastructure
development, such as the Infrastructure Investment and Jobs Act
(Bipartisan Infrastructure Law), will help us achieve net zero goals
and simultaneously improve airport resilience. For example, DFW's
existing Central Utility Plant was built in the early 1970s, and the
heating and cooling systems have reached maximum capacity. The e-CUP
will provide resilient heating and cooling capacity to meet our current
needs and enable future terminal expansion.
Our fleet is another large component of our carbon footprint and
includes over 700 gasoline, diesel, and compressed natural gas (CNG)
vehicles and equipment. One successful initiative targeted our fleet of
more than 150 buses. Two decades ago, DFW began converting its diesel
buses to compressed natural gas to improve air quality. In 2017, DFW
launched its renewable natural gas (RNG) initiative and began
transitioning to RNG sourced from a local Dallas landfill.
RNG is a drop-in solution that is chemically identical to
conventional CNG but produced from a renewable source rather than a
fossil source. The RNG supplied to DFW is derived from biogas (methane)
naturally generated by the decomposition of organic waste at the
landfill. This initiative generates approximately $1 million in annual
O&M savings. DFW also receives annual revenue from the sale of
renewable identification numbers (RINs) generated through RNG
production for transportation use, further reducing our operating
costs. In the fiscal year 2021, 79% of the compressed natural gas used
in vehicles fueled at DFW facilities was renewable.
Last August, DFW deployed its first electric airside buses. DFW's
investment in zero-emission vehicles and equipment will help the North
Texas region reduce ozone pollution and meet federal air quality
standards. DFW also purchased its first electric sedans and buses
through 2020 and 2021 FAA Zero Emissions Vehicle (ZEV) and
Infrastructure Pilot Program grants. Not all vehicles and equipment
(e.g., airfield sweepers and snow removal equipment) will be easy to
electrify, and currently available zero-carbon alternatives may not be
capable of meeting airport demands or operating conditions. This
scenario is particularly true for specialized equipment and vehicles
with limited producer competition. However, DFW and others continue to
evaluate new net zero technologies as they mature and reach the market.
Airports are `safety critical' entities, where new technologies
must be extensively evaluated for possible threats before they can be
deployed at scale. As such, airports around the country must move
slowly and cautiously to adopt new operating standards or technologies,
given the resources and capabilities they possess on hand. For
infrastructure resilience and sustainability programs and technology,
DFW is an ideal testbed for innovation. We have a proven track record
of successfully partnering with federal agencies and private industry
to advance our own decarbonization and resilience efforts while
creating a safe yet effective space for innovation. We also actively
partner with other airports to exchange information on emerging best
practices and lessons learned. We also share DFW's learnings in a
variety of national public forums to ensure that the broadest benefits
from the investments and research we make on behalf of the North Texas
community inspire other organizations on their decarbonization
journeys.
DFW continues to seek new ways to reduce risk, promote
efficiencies, and generate system capacity for resilience. For example,
DFW is partnering with the U.S. Department of Energy's (DOE's) National
Renewable Energy Laboratory (NREL) to use high-performance computing
and digital twin technology to explore opportunities for airport
modernization. With a digital twin of DFW operations, we can simulate
the effects of investment decisions on customer experience, energy use,
and airport revenue before committing to a particular approach. The DFW
digital twin strategy leverages a larger effort, Athena, which was
funded by the DOE Office of Energy Efficiency and Renewable Energy
(EERE) Vehicle Technologies Office. Athena aims to create an
interactive analysis virtual environment powered by NREL's
supercomputers and customized with data from actual airport activities.
The virtual environment integrates models of traffic flow,
socioeconomic behavior, and energy use so that airports can better
understand and analyze their complex operations. The initial
application with DFW is helping to frame the topics that will influence
future operations, such as autonomous and electric vehicles, ride-
hailing companies, congestion and emissions reduction, building energy
efficiency, and bus route optimization. In one use case, NREL and
partners are identifying behind-the-meter storage options that blend
building efficiency measures and vehicle fast-charging to dramatically
reduce energy costs. The program strategy involves an innovative
approach to integrating thermal and battery energy storage solutions
and all-system efficiency improvements while reducing costs and
conserving energy. NREL and DFW have found that making even small
changes to existing transit routes can substantially reduce energy use.
For the first time, data science, modeling, and analysis are providing
the world's busiest airport hubs with clear insights to help guide 20-
plus-year investments in clean energy, efficiency, and resiliency.
We realize that maintaining carbon neutrality through offsetting is
not an alternative to action. Societal demands of airports are likely
to surge in the coming years, and broad demand for mass electrification
(where airports are one of many actors) may pose new and uncertain
challenges for airport operational resilience.
Focus on Energy Performance
Between 2006 and 2021, DFW Airport reduced energy costs by 48% and
overall energy consumption by 13% while simultaneously increasing
renewables. In addition, DFW has reduced annual energy costs by almost
$20 million through various innovative initiatives, including
continuous commissioning of buildings, energy efficiency and storage,
integration of renewables, and procurement practices.
In a recent blog, the Alliance to Save Energy captured the
potential of energy efficiency efforts to reduce total energy usage,
highlighting the importance of using flexible building loads to control
the timing of energy use and reduce stress on the grid during periods
of peak demand. DFW utilizes a thermal storage system to use
electricity off-peak and is also looking to incorporate other
technologies to increase the flexibility of building loads, a critical
strategy as demand on the grid increases with the shift to the
electrification of vehicle fleets.
Airports Partnering for Change
While DFW's net zero goal relates to the carbon emissions under the
direct control of the Airport, our climate action strategy includes a
commitment to support the decarbonization efforts of the broader
aviation industry through partnerships with airport stakeholders,
including airlines and tenants.
We are working closely to assist our aviation partners. For
example, DFW and American Airlines worked together to reduce emissions
from aircraft auxiliary power units through gate electrification. As a
result, we established a sustainability partnership with several
tenants, including American Airlines and Hyatt Hotels, to procure
renewable purchased electricity for their on-airport facilities (e.g.,
terminals, hangars, and other buildings). In addition, DFW helped
American Airlines purchase 100% renewable electricity for its off-
airport campus and other facilities.
DFW has installed highly efficient plumbing fixtures throughout all
five terminals, lowering customer water usage by 50% and saving over 5
million gallons of water each month. In addition, DFW has partnered
with neighboring cities to create a Reclaimed Water Delivery System.
The use of reclaimed water has reduced potable water use by 100 million
gallons per year since the baseline in 2010.
DFW has launched a Zero-Waste goal to divert 90% of waste from
landfills. DFW has achieved early success with construction and
demolition waste. Last year, we recycled, reused, or salvaged
approximately 1.9 million tons of construction waste from airfield and
landside construction projects. This effort translated to a 96%
diversion of construction waste from landfills.
DFW has implemented a successful program to recycle 100% of the
waste cooking oil generated by over 50 restaurants in our terminals.
Over 670,000 pounds of waste cooking oil have been recycled since April
2019 and used as a feedstock to generate approximately 61,000 gallons
of renewable fuel.
Last March, DFW implemented an organic waste sortation and
collection services contract with Turn Compost, a local company. This
service allows the airport to collect food waste from terminal
concessions and divert the food waste to local farms and compost
facilities. Over 198,000 pounds (99 tons) of food waste has been
diverted from 25 restaurants in three terminals in just one year. DFW
plans to expand the composting program to additional airport
facilities, including aircraft catering kitchens, hotels, and offices.
DFW has received discretionary grants through the Federal Aviation
Administration's (FAA's) Voluntary Airport Low Emissions (VALE)
Program. The grants supported the installation of 23 ground power units
(GPUs), five pre-conditioned air (PCA) units, and two PCA chillers at
DFW's Central Utility Plant. These projects allow aircraft operators to
shut down auxiliary power units while parked at the gate, reducing fuel
consumption and associated emissions. As a result, over 200 tons of
ozone precursor emissions (NOx and VOCs) are expected to be avoided
over the project's lifecycle. In addition, all of DFW's 172 gates
provide access to GPU and PCA units to aid all airlines in their
decarbonization journeys.
The VALE program has also supported purchasing and installing ten
electric ground support equipment (GSE) charging stations. The charging
stations enabled airlines to replace a combined total of 20
conventional fuel (i.e., diesel and gasoline) baggage tugs, belt
loaders, and aircraft tractors with electric alternatives. This project
further reduces ozone-precursor emissions in the Dallas-Fort Worth
region, which is classified as ``Serious'' nonattainment under the 2008
National Ambient Air Quality Standards for ozone (ozone NAAQS).
Our objective is to enable our partners to achieve their
decarbonization goals. In addition, as critical infrastructure hubs
within our broader communities, investments in sustainable
infrastructure at airports should demonstrate downstream benefits to
other connected utilities, companies, and communities at large.
Research and Development Needs
Given the expansive growth of airport usage in the coming decades,
it is more important than ever that airports demonstrate safety,
efficiency, sustainability, and resilience. Safety and efficiency are
longstanding staples amongst U.S. airports, while environmental
sustainability and resilience are relative newcomers. This leaves
considerable opportunity for research and development of airport
capacity to (a) recover from and adapt to adverse disruption posed by
climatic and environmental stressors and (b) `lean forward' to address
environmental sustainability challenges such as net zero preemptively.
In addition, airports need funding capacity to `stress test' current
and proposed airport infrastructure and functions from an ecosystem (or
integrated system) perspective. Stress testing will help airports
evaluate resilience capabilities against myriad disruptions or
scenarios (e.g., cyber and energy systems, supply chains) rather than
rely solely upon historical data or tabletop exercises.
Today's investments in research and development can accelerate
airports' ability to achieve their long-term decarbonization and
resilience goals. However, this challenge cannot be borne by airports
alone and thus requires continued partnership with federal and state
governments as well as private companies to (a) identify, (b)
rigorously test and evaluate, and (c) implement changes made to airport
operations or equipment in furtherance of decarbonization and
resilience objectives. More specifically, we recommend:
Fund airport research on integrated systems-based stress
testing to identify critical links within their complex networks. This
research would ensure there are active efforts to bolster resilience
capabilities within mission-critical supply chains and de-risk
investments ahead of any significant operational or equipment change.
Create a dedicated funding source for airport
infrastructural and operational investments in sustainability,
resilience, and climate to eliminate the need for eligible projects to
compete against safety or efficiency targets.
Augment entitlement funding to include resilience and
decarbonization targets as eligible projects for investment.
Airports as Key Players in Advancing Resilience and Decarbonization
Strategies
The Covid pandemic demonstrated the importance of well-maintained,
reliable, and resilient airports to meet the nation's economic, health,
and security demands. These demands will only increase in the coming
years, and airports will need to evolve to deliver value to the
communities and companies that rely upon them. As such, investment in
innovative and resilient airport management, operations, and
infrastructure is needed today to ensure our airports will be able to
meet tomorrow's challenges.
U.S. airports have a rare opportunity to revolutionize the manner
in which we operate and provide value to the nation and our
communities. Through the Infrastructure Investment and Jobs Act, the
U.S. has committed to historic investments toward modernizing its
airports and ensuring their ability to address the burgeoning needs of
their communities for the coming decades. It is imperative that we
continue transforming travel by investing in a sustainable future.
As we expand our knowledge of climate risks and mitigation
strategies, we see an opportunity for improved collaboration, where
airports can share better information about managing risks and
improving system resilience. We are excited at the opportunity but
require continued partnership from government and industry partners to
bring our resilience and decarbonization aspirations to reality.
Nevertheless, it is a worthy challenge and one that we can and should
tackle collaboratively and immediately.
Thank you for the opportunity to testify before the committee.
Mr. Larsen of Washington. Thank you, Mr. Horton, and I turn
to Pete Bunce, president and CEO of General Aviation
Manufacturers Association.
Mr. Bunce, you are recognized for 5 minutes.
Mr. Bunce. Chair Larsen, Ranking Member Graves, Chair
DeFazio, and Ranking Member Sam Graves, and all the committee
members, thank you for having this opportunity to present in
front of you.
In my whole time at GAMA--now over 17 years--I have never
seen an issue that binds all the civil aviation industry
together as sustainability does. We all recognize that our
industry is dependent upon getting this right. Our survival as
an industry, and to be able to produce globally, and be global
leaders counts on us and all of these factors to work together
with this committee and your Senate colleagues to be able to
get it right. And we are very gratified that you have been able
to help us in so many ways, and we look forward to the
legislation that you have already talked about that is still
pending to help us with things like SAF and advanced air
mobility and other areas.
We recognized in business and general aviation that this
was coming back in 2009. And we started working on two things,
to be able to go and analyze our large fleet of business
aviation aircraft, both turboprop and jets, which is about
38,000 flying globally, along with 22,000 turbine helicopters,
to see whether or not this gigantic fleet could be properly
mapped, to be able to see if we can make at that time a carbon
goal of basically carbon-neutral growth after 2020, and then by
2050 having a 50-percent reduction toward a 2005 baseline for
emissions.
What we learned, once we did that, is that technology,
especially in aircraft design, was able to advance, and we set
a goal of advancing it at 2 percent per year over the following
decade.
Well, last year, in 2021, we were able to look back and
analyze and remap the fleet to be able to see did we achieve
that along with the goals that we had set for infrastructure,
and NextGen, and other programs like that, to be able to give
us some efficiencies there. And we found out that we were able
to do it.
So, we set a new goal for the next decade of, again, 2
percent until the technology pillar starts to blossom larger as
we bring on some of these new technologies that we have already
talked about and that you are going to hear from in just a
second.
So, as we looked at technology--and these are things like
fly-by-wire that make aircraft lighter, they are advanced
processes like additive manufacturing that allows you to reduce
parts and pieces, new wing design, lighter weight structures,
more efficient engines--all of that, of course, is dependent
upon the certification process at the FAA and other global
regulating bodies, and ability to validate those products back
and forth. And that is why all of your comments about how
critical the certification pathway is, and also validation, is
the lifeblood of being able to have technological advancements
in the industry.
So, as we went and set this new goal of being able to
achieve basically net zero by 2050, along with our commercial
brethren, as was mentioned by my colleague from Alaska
Airlines, you have to make sure that sustainable aviation fuel
is a high priority because we simply cannot get there, no
matter what type of technology we are looking at now for the
next 30 years out there, unless we really put sustainable
aviation fuel as a very strong pillar in our effort towards
sustainability.
And we have to do other things. We have to be able to
provide electric battery storage capability at airports, and
allow for the grid to be able to power some of these new
aircraft out there, and also to be able to develop our hydrogen
infrastructure all over the planet, but especially in the U.S.
and Europe, to be able to go and utilize these new
technologies. So, there is a lot of work in front of us. But
again, SAF is a huge pillar for that, and we definitely thank
the committee for focusing on that.
I would also like to commend the committee for what you all
did on the Advanced Aviation Infrastructure Modernization Act
that is moving forward, and then congratulate all of you for
the passage of the Advanced Air Mobility Coordination and
Leadership Act. Because, as we saw with 5G, if the FAA isn't
leading coordination between Federal entities, we are not going
to get this right. And that legislation was extremely
important. So, I commend the committee.
We look forward to continuing to work with you, and I look
forward to your questions.
[Mr. Bunce's prepared statement follows:]
Prepared Statement of Peter J. Bunce, President and Chief Executive
Officer, General Aviation Manufacturers Association
Chair Rick Larsen and Ranking Member Garret Graves, on behalf of
the General Aviation Manufacturers Association (GAMA) and its member
companies, thank you for convening this hearing today, which will be
vital to understanding the efforts which business and general aviation
manufacturing companies and maintenance and service providers have
undertaken to support environmental sustainability and address climate
change.
We want to state the deep appreciation we have for this Committee
and Congress for their support of the aviation industry. We look
forward to working with you, House Transportation and Infrastructure
Chair Peter DeFazio and Ranking Member Sam Graves, members of the House
Aviation Subcommittee, and the membership of the Full Committee on
issues of critical importance to the future strength of the United
States (U.S.) aviation and transportation system.
GAMA represents more than 130 of the world's leading manufacturers
of general aviation airplanes, rotorcraft, engines, avionics,
components, and related services and technologies. GAMA members are
also providers of maintenance and repair services, fixed-based
operations, pilot and maintenance training, and aircraft management.
Additionally, GAMA represents companies in the emerging sector of
advanced air mobility, which includes the development of vertical take-
off and landing aircraft as well as electric propulsion, hydrogen-
powered aircraft and autonomous systems for civil purposes. GAMA
companies have facilities in 47 U.S. states and 15 countries. A recent
economic impact study determined that the general aviation industry
supports $247 billion in economic output and 1.2 million jobs in the
U.S.\1\
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\1\ General Aviation's Contributions to the U.S. Economy [https://
gama.aero/wp-content/uploads/
General_Aviation_s_Contribution_to_the_US_Economy_FINAL_20200219.pdf],
2018 Price Waterhouse Coopers Study on behalf of Aircraft Electronics
Association (AEA), Aircraft Owners and Pilots Association (AOPA),
Experimental Aircraft Association (EAA), General Aviation Manufacturers
Association (GAMA), Helicopter Association International
---------------------------------------------------------------------------
Our membership appreciates the opportunity to highlight the work
being done to strengthen our record on addressing climate change. In
addition to detailing our efforts, we would like to depict what can be
done in the near- and long-term to further bolster the industry-
government partnership to environmental sustainability and to slow
climate change.
Our manufacturers, service providers, and operators are steadfast
in their commitment to improve efficiency and mitigate our industry's
impact on the environment. While we are focused today on climate change
issues, it is important to understand our success and continued
commitment to reducing other environmental impacts from aviation such
as aircraft noise and NOx for all types of aircraft. We appreciate and
respect the work that all our partners in the aviation ecosystem have
also undertaken to address climate change. It is clear that we will
need to all work together to achieve meaningful results in reducing the
aviation sector's contribution to climate change.
Manufacturing and Technology Advancements
On behalf of the membership of GAMA, we are proud to highlight some
of the advancements that are in place today that promote
sustainability. Our members are committed to producing and delivering
products that are sustainable and more efficient than their
predecessors. In fact, the Federal Aviation Administration (FAA) states
there has been more than a 70 percent improvement in fuel efficiency
over the past 50 years with a vast majority of gains due to improved
airframe and engine design.\2\ We anticipate that by 2050, the new
generation of aircraft benefitting from these improvements will
generate on average 50 percent less CO2 emissions compared
to current levels. Examples of these gains on aircraft include changes
in aircraft configuration, aerodynamics, systems, structural concepts,
materials, and propulsion. Ground support equipment at airports,
including refueling vehicles, are increasingly electric-powered, and
installation of charging stations is growing in availability. In
addition, many of our fixed-base operators (FBOs) have undertaken LEED-
certified construction projects and installed solar panels at their
facilities to reduce their demand on the electrical grid. Finally,
several of our member companies are working toward or have announced
environmental sustainability goals which demonstrate their commitment
to sustainability.
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\2\ https://www.faa.gov/newsroom/continuous-lower-energy-emissions-
and-noise-cleen-program?newsId=22534
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One critical part of bringing sustainable products and technologies
to market is the FAA's certification process. For the general aviation
manufacturing industry to deliver safer and more sustainable aircraft,
engines, and other aviation products in the global economy, an
effective FAA certification process is vital. This Subcommittee, its
counterpart Senate subcommittee, and the respective full committees
devoted significant time and attention to reforms of the certification
process which culminated in enactment of the Aircraft Certification,
Safety and Accountability Act \3\. We remain appreciative of these
efforts, and the industry and FAA continue to implement the law's
requirements. An effective, reliable certification process is critical
to the industry's ability to introduce innovative technologies and more
sustainable products into the market. Simply put, certification is
integral to the environmental commitments our industry has made.
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\3\ Division V, Consolidated Appropriations Act, 2021 (P.L. 116-
260)
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In order for FAA to keep pace with innovation in the development of
new products and technologies, FAA must issue new and updated
regulations, policies, and guidance necessary to support certification
for airworthiness and operations. Currently, there is a large backlog
including regulations, policy and guidance. For example, at least 19
advisory circulars, technical standard orders (TSOs), and other
documents that implement standards developed by RTCA to improve
aviation safety and allow the certification of modern technologies are
stalled. There are also more than 100 additional FAA actions needed in
the form of policy memos, orders, advisory circulars, and TSO's that
are currently in the bureaucratic process. Improvements are needed to
the overall process in order to get these important FAA actions to
advance, including for the new generation of electric propulsion,
vertical takeoff and landing aircraft, and advanced air mobility
operations. Successful development of these new sustainable
technologies and aircraft requires that FAA establish a clear path for
certification of aircraft and air carrier operations. The regulations
for operations must either be updated to enable these new aircraft or
the FAA will need to process several deviations and exemptions from
existing rules--both of which depend on FAA being able to promulgate
rulemaking, policies and guidance expeditiously to enable these
operations.
Sustainability efforts are also critical to competitiveness and
energy security. In 2017, the International Civil Aviation Organization
(ICAO) adopted the first-ever international standards to regulate
CO2 emissions from airplanes, and almost every nation has
since adopted those same standards. However, the U.S. has yet to
implement the standards, and we look forward to finalized rules by the
Environmental Protection Agency to implement the ICAO standards as soon
as possible to meet international deadlines. Adoption of these
standards is vital to aerospace manufacturers, ensuring that their
products can be accepted worldwide. Further, the U.S. must retain its
leadership in shaping safety and environmental standards at ICAO to
ensure the adoption is technically feasible, environmentally
beneficial, and cost-effective standards in the global marketplace.
Business and General Aviation's Commitment to Address Aviation
Sustainability
The Business Aviation industry has a strong background in leading
efforts to decarbonize aviation. In 2009, the GAMA and the
International Business Aviation Council (IBAC) jointly announced the
Business Aviation Commitment on Climate Change (BACCC) \4\, a program
to address the industry's carbon emissions, through three main
objectives:
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\4\ https://gama.aero/wp-content/uploads/GAMA-IBAC-Joint-Position-
on-Business-Aviation-Tackling-Climate-Change-1.pdf
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Reducing CO2 emissions 50 percent by 2050
relative to 2005 levels;
Improving fuel efficiency 2 percent per year on average
from 2010 until 2020; and
Achieving carbon-neutral growth from 2020.
The industry achieved a 1.9 percent annual improvement in fuel
efficiency on average since 2010, in line with our goal of a 2 percent
improvement. At the time the BACCC was released, business aviation had
already seen a 40 percent improvement in the fuel efficiency of our
aircraft over the past 40 years.\5\ The industry recently evaluated
progress on meeting these goals and found that mainly through
technology improvements and alternative fuels we are on track to meet
the long-term goal of reducing CO2 emissions by 50 percent
in 2050 relative to 2005 levels.
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\5\ https://gama.aero/wp-content/uploads/GAMA-IBAC-Joint-Position-
on-Business-Aviation-Tackling-Climate-Change-1.pdf
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After reviewing our progress toward meeting these objectives, the
business aviation community committed itself to more aggressive goals.
On October 12, 2021, a renewed effort to address climate change was
announced with an updated goal of net-zero carbon emissions by 2050.\6\
The three primary objectives were also refreshed and include:
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\6\ https://ibac.org/app/ibac/files-module/local/documents/
Declaration%20on%20NZE%202050
%20210922%20Final.pdf
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Achieve net-zero carbon emissions by 2050.
Continue to improve fuel efficiency 2 percent per year on
average from 2020 to 2030.
Commit to carbon-neutral growth beyond 2020.
To meet these commitments, we are focused on four key pillars which
are crucial to meeting these goals. They include:
Technological Advancements--As stated previously, the aviation
manufacturing industry is at the forefront of developing technological
improvements to aircraft configuration, aerodynamics, systems,
materials, and engine technologies which result in more efficient wing,
rotor, fuselage, engine design, and operations. We are also furthering
revolutionary innovations like hybrid, electric, and hydrogen-powered
aircraft. These technological advancements are advancing our industry's
sustainability commitments to improve the fuel efficiency of aircraft
and reduce emissions.
Alternative Fuels--The business aviation industry, along with other
industry stakeholders and energy producers, has driven the research,
development, and deployment of commercially viable, sustainable
aviation fuels (SAF). The increased use of SAF will play a key role in
reducing business aviation's CO2 emissions. Relative to
petroleum-based conventional fuels, SAF blending components will
deliver a net reduction in CO2 emissions across its
lifecycle.
Operations & Infrastructure--More efficient operations, stemming
from continued progress on air-traffic management, along with measures
including reduced payload, streamlined flight planning, and single-
engine taxiing can play a significant role in reducing CO2
emissions. Improving and enhancing air traffic and airport
infrastructure can have multiple benefits for the business aviation
industry including system-wide efficiencies that reduce CO2
emissions.
Global Market-Based Measures--As business aviation continues to
improve technologies, advance the production and uptake of alternative
fuels, and push for operational efficiencies, it will also utilize
market-based measures to offset emissions to fulfill its commitments.
It is essential that global market-based measures are environmentally
meaningful, and the administrative and implementation costs do not
exceed the environmental benefits from compliance, particularly for
small operators.
Business aviation industry partnerships with other industry
players, governments, and regulators will be crucial to achieving our
goals. Our commitment to addressing climate change is dependent on the
support that authorities can provide to implement policies to help
accelerate the uptake, distribution, and use of SAF as well as
investments in research, development, and deployment projects to
advance technology and facilitate operational improvements.
Additionally, it will take buy in from all sectors of the industry to
follow through to achieve the sustainable aviation future the aviation
sector seeks.
Current Sustainability Policy Efforts and Next Steps
While these are industry-led objectives, we appreciate the fact
that this Committee and others have considered and supported an array
of policy efforts to facilitate our endeavors. Within the FAA's current
authorization, an example includes the work of the Continuous Lower
Energy, Emissions, and Noise (CLEEN) program as well as the FAA's
ASCENT (Aviation Sustainability Center) program. By way of background,
CLEEN is a cost-sharing effort with industry which aims to accelerate
technology maturation that will reduce noise, emissions, and fuel burn
and enable the aviation industry to expedite integration of these
technologies into current and future aircraft. ASCENT is a coalition of
16 leading U.S. research universities and more than 60 private sector
stakeholders conducting research to reduce aviation's environmental
impact. These two partnerships have made significant contributions to
address climate change within aviation and we look forward to
leveraging their work further.
These efforts have yielded important advancements in areas like
SAF. Once it was made available for use, GAMA, along with other general
aviation associations, conducted a significant education campaign to
ensure operators understood that SAF is safe and viable to put in their
aircraft. As a result, today, FBOs are distributing SAF at airports and
fueling aircraft with SAF, and aircraft are flying and conducting
flight testing with SAF.
Work remains to deploy SAF on a broader scale, and we strongly
support efforts that incentivize increased production and distribution
of this more sustainable fuel. In fact, efforts are ongoing to
incentivize SAF production where the fuel is currently not available
particularly given it is not ideal to produce SAF in one part of the
country and then transport it to another part of the country. GAMA is
also a strong advocate for the SAF Blender's Tax Credit, which would
provide a clear incentive to boost the production and distribution of
SAF. This is particularly important given the comprehensive network of
U.S. airport infrastructure. Finally, several of our member companies
have been conducting R&D work on engines that would safely operate on
100 percent neat SAF, furthering our sustainability efforts.
We are also pleased that the Administration has taken several steps
to support and promote SAF, including the SAF Grand Challenge. The
initiative is intended to increase SAF production, accelerate research
and development to improve aircraft fuel efficiency, improve air
traffic and airport efficiency to reduce fuel use, and eliminate lead
exposure. We recognize that many members of this committee have been
strong leaders in many of these areas, and we look forward to
continuing to partner in these efforts.
An additional legislative proposal that we would like to highlight
is the ``Aviation Emissions Reduction Opportunity Act'' which has been
introduced in the U.S. Senate (S. 3125) by Senator Raphael Warnock (D-
GA), Senator Maria Cantwell (D-WA), Senator Gary Peters (D-MI), and
Senator Alex Padilla (D-CA). Referred to as the ``AERO Act,'' the
intent of the measure complements ongoing efforts to accelerate the
uptake, distribution, and use of SAF while simultaneously spurring
investments in innovation and technological advancements. The measure
proposes $1 billion over five years in grants, with 30 percent of
grants going to entities focused on developing, demonstrating, or
applying low-emission aviation technology, and 70 percent of the
funding dedicated to producing, transporting, or storing SAF. Airport
sponsors are specifically listed as eligible entities to receive
funding under this program.
Another initiative to highlight is the FAA's Voluntary Airport Low
Emissions (VALE) program. The program allows airport sponsors to
finance low emission vehicles, refueling and recharging stations, gate
electrification, and other air quality improvements. As previously
noted, electric vehicles are being used at airports now and aircraft of
the future will rely on electric, electric hybrid propulsion and other
technologies as well. Expanding the VALE program's eligibility would
allow more communities to benefit from these low emission technologies
and contemplating additional efforts to encourage and expand this
effort merit consideration.
The Next Era of Aircraft
GAMA has been a leader in advocating for the advanced air mobility
(AAM) sector, and a significant portion of our membership is involved
in this emerging sector, which envisions highly automated electric
aircraft and electric vertical take-off and landing (eVTOL) aircraft to
transport passengers or cargo at low-to-medium altitudes in urban,
suburban, rural, and regional environments. We appreciate the attention
and focus policymakers have placed on AAM and the opportunity it may
provide for increased transportation connectivity.
Under the leadership of Full Committee Vice Chair Sharice Davids
(D-KS), Ranking Member Garret Graves (R-LA), Senator Jerry Moran (R-
KS), and Senator Kyrsten Sinema (D-AZ), and many others who have
supported this effort, we want to thank both bodies again for passing
the ``Advanced Air Mobility Coordination and Leadership Act'' (H.R.
1339 and S. 516). The measure is intended to ensure the federal
government is effectively engaged and coordinated internally, as well
as with industry stakeholders, to support the evolution of AAM. It
directs the creation of an interagency working group, led by the
Secretary of Transportation, to review and make recommendations on
policies and investments to facilitate AAM beyond initial aircraft
certification and operations. This includes a focus on economic and
workforce opportunities, potential physical and digital security risks
and mitigations, and energy and transportation infrastructure. We
encourage policymakers to complete consideration and send this bill to
the president's desk in the near-term to further coordination and
collaboration and enhance industry competitiveness.
As our industry moves toward introduction of AAM into the national
airspace, enactment of either the House or the substantially similar
Senate version of that legislation will also help facilitate a closer
working relationship between the FAA, Department of Transportation, and
other interagency partners. For example, the Department of Energy will
have a significant role to play in the future of airport infrastructure
and its work with FAA will be crucial to the success of this endeavor.
This legislation is a good bridge to highlighting several new aviation
propulsion technologies that have tremendous potential to significantly
reduce aviation's CO2 emissions in the long term.
Ultimately, the future of electric aircraft, including eVTOL
aircraft, depends to a great extent on infrastructure investment, such
as investment in charging stations for electric propulsion and in
vertiports for eVTOL aircraft. As the aircraft that will populate AAM
networks are still undergoing the FAA's certification process, much of
their operational features, such as charging mechanisms and related
infrastructure requirements, are proprietary or not yet known. As
Congress contemplates how to encourage the growth of this fledgling
sector of the industry, we encourage flexibility given the scope and
breadth of aircraft and airports' needs.
Propulsion types like electric, hydrogen and electric-hybrid
propulsion will continue to advance. GAMA is privileged to represent
companies working in each of these areas and the progress they are
making are tangible. As these concepts move forward, focus on issues
like airport infrastructure needs, operations, maintenance, and ground
support and emergency preparedness will be critical. Moreover, and
consistent with the conversations with other segments of the aviation
industry and broader economy, the importance of workforce needs among
these products' manufacturers, operators, and regulators will be
critical, particularly in view of the fact that these technologies may
require additional skills or competencies to ensure safety.
Finally, we commend the Committee's recent consideration and
approval of ``The Advanced Aviation Infrastructure Modernization (AAIM)
Act'' (H.R. 6270) and applaud Chair Rick Larsen (D-WA), Ranking Member
Garret Graves (R-LA), and Representative Dina Titus (D-NV) for their
leadership. As these vehicles move through the certification process,
concurrent planning for their infrastructure needs should be
contemplated to facilitate the needed local planning and infrastructure
to prepare for future operations, and the AAIM Act is intended to
encourage this collaboration. This is also increasingly relevant as
regulators and industry work to define consensus standards on
vertiports which would serve as an additional infrastructure capability
that is envisioned for use by AAM aircraft.
Addressing Piston Fleet Fuel
Finally, given the topic of this hearing is sustainability we
wanted to highlight the collaborative efforts of numerous stakeholders
to address fuel for piston-engine aircraft. The FAA has joined with
aviation and petroleum industry stakeholders to work toward
transitioning to lead-free aviation fuels for piston-engine aircraft by
the end of 2030. The Eliminate Aviation Gasoline Lead Emissions (EAGLE)
initiative will expand and accelerate government and industry actions
and investments as well as establish the necessary policies and
activities to permit both new and existing general aviation aircraft to
operate lead-free, without compromising aviation safety and the
economic and broader public benefits of general aviation.
We recognize that this is very ambitious, and each of the
organizations involved are fully committed to EAGLE's success with work
well underway. A key component of the EAGLE initiative will include an
assessment of airport infrastructure needed to foster distribution of
any certified and commercially viable replacement unleaded fuel or
fuels.
The importance of this initiative to general aviation and U.S.
general aviation infrastructure cannot be understated. There are more
than 13,000 different airports which service the roughly 170,000 piston
engine general aviation fleet. We expect the EPA to move forward with
an endangerment finding this year which will trigger regulatory
activity to ban leaded avgas. The clock is ticking, and we need to move
quickly so that manufacturers have time to design, develop, certify,
and build products that can operate safely on whichever unleaded fuel
or fuels reach the market.
This work is consistent with the findings of a National Academies
of Sciences, Engineering, and Medicine Study requested in the 2018 FAA
Reauthorization Act.\7\ The resulting report, Options for Reducing Lead
from Piston-Engine Aircraft \8\, was published last year and indicates
that a multi-pathway approach ultimately might be needed since there is
currently no single known technical solution available in the near-
term.
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\7\ Section 177, FAA Reauthorization Act of 2018 (P.L. 115-254)
\8\ National Academies of Sciences, Engineering, and Medicine.
2021. Options for Reducing Lead Emissions from Piston-Engine Aircraft.
Washington, DC: The National Academies Press. https://doi.org/10.17226/
26050.
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Conclusion
On behalf of our membership, we want to thank Chair Rick Larsen and
Ranking Member Graves for convening this hearing and allowing GAMA to
testify on industry efforts to mitigate the general and business
aviation's impact on the environment. General and business aviation
remains committed to ensuring our segment of the aviation industry
plays a positive role in achieving a sustainable and competitive future
for this essential industry. We are grateful that the Subcommittee and
Committee has prioritized this issue and is working, on a bipartisan
basis, with aviation stakeholders to provide the resources and programs
needed to achieve a sustainable aviation future. Thanks to all
committee members who participated today.
Mr. Larsen of Washington. Thank you very much for your
testimony. I appreciate it. I now want to turn to Jennifer
Bies, the director of environmental operations for the Port of
Portland.
Ms. Bies, you are recognized for 5 minutes.
Ms. Bies. Chairman DeFazio, Chairman Larsen, Ranking Member
Graves, and members of the subcommittee, thank you for
convening this important hearing. My name is Jennifer Bies, and
I am the director of environmental operations for the Port of
Portland.
Climate change represents one of the most important
challenges for my generation and for generations to come. And I
am grateful for the opportunity to share with you the work we
are doing at PDX, as well as what more is needed to help us
achieve our collective goals.
The port owns three airports, four marine terminals, five
business parks, and operates dredge equipment to maintain the
navigation channel of the Lower Columbia and Willamette Rivers.
PDX International Airport is the largest commercial airport in
Oregon and southwest Washington, serving nearly 20 million
passengers in 2019.
As we look forward to a full recovery and continued growth
of air travel post-pandemic, we must do so in a responsible
manner. The evidence of climate change in Oregon is clear:
Portland and the region we serve have experienced unprecedented
weather events. Portland is in the midst of the wettest spring
on record, it snowed in mid-April, and last June we experienced
117-degree heat. Unprecedented summer heat waves have also
spawned wildfires, burning millions of acres. It is past time
to get serious about this threat to our existence.
We believe that significant investments in infrastructure
must prioritize projects that increase resilience in the face
of extreme weather events and natural disasters, and address
environmental and social inequities, all while decreasing
dependence on fossil fuels.
PDX accounts for over three-quarters of the port's total
greenhouse gas emissions, and it also generates air toxics from
diesel emissions, which impact airport workers and low-income
communities and communities of color living in close proximity
to the airport. We reduced PDX emissions by about 60 percent
below 1990 levels, while at the same time passenger travel had
increased by 162 percent by investing in energy efficiency and
moving away from fossil fuels to cleaner energy and renewable
fuels.
Significant emission reduction projects completed to date
include transitioning diesel-powered vehicles and equipment to
renewable natural gas and renewable diesel; incorporating
state-of-the-art energy efficiency design into our headquarters
building; airportwide energy efficient lighting upgrades; and
installation of preconditioned air and ground power units on
all loading bridges.
Moving forward, the port is prioritizing four strategies to
achieve additional meaningful greenhouse gas emission
reductions, address environmental justice inequities, and
invest in regional resiliency.
Sustainable aviation fuel, or SAF, is one priority.
We support a blender's tax credit, but additional funding
is necessary to support modifications to infrastructure,
including the off-airport last-mile facilities needed to
receive, blend, and deliver SAF to PDX.
Electrification of diesel-powered ground support equipment
is another priority. We have made great strides in making the
terminal plug-in ready, and we are partnered with the
California Airport Council and several California airports to
develop carbon intensity values needed to participate in our
State Clean Fuels Program. These program incentives will
support our airline partners in transitioning to electric
ground support equipment.
Lastly, we need to secure funding for two major projects: a
ground source heating and cooling system in our terminal, which
will reduce the energy use per square foot by 54 percent; and a
seismically resilient runway that would establish a lifeline
for the western, most highly populated part of Oregon to
deliver aid and support recovery efforts after a cataclysmic
earthquake.
In conclusion, the port has accomplished a lot already, and
we are highly motivated to do more. But we need help. Airports
are faced with a dilemma regarding AIP funds. We must first
address the backlog of deferred asset renewals to maintain safe
and effective functioning of the airport. This leaves limited
funding available for transformational projects to meet our
responsibilities as a public agency in addressing climate
change, environmental justice, and regional resiliency.
The Bipartisan Infrastructure Law is a huge step forward,
but the need far outweighs available funding. Climate change
has created an urgency to quickly transition away from fossil
fuels and better prepare for natural disasters before it is too
late. We stand at the ready to work in partnership to pave the
way towards a more resilient, sustainable, and equitable future
for U.S. airports.
Thank you to subcommittee members for convening this
hearing and for your continued work on these important matters.
I look forward to answering your questions.
[Ms. Bies' prepared statement follows:]
Prepared Statement of Jennifer Bies, Director of Environmental
Operations, Port of Portland
Chairman Larsen, Ranking Member Graves, and members of the
Subcommittee, thank you for the opportunity to speak with you today
about the issue of climate change at U.S. airports. Climate change
represents one of the most important challenges for my generation, and
for generations to come, and I'm grateful for the opportunity to share
with you our work at the Port of Portland.
Introduction
I am the Director of Environmental Operations for the Port of
Portland (Port). Established in 1891 by the Oregon Legislature, the
Port today owns three airports--Portland International (PDX) and two
general aviation airports. We also own and operate four marine
terminals that handle imports and exports, business parks that provide
industrial and manufacturing jobs, and operate dredge equipment that
helps maintain the navigation channel on the lower Columbia and
Willamette rivers. The Port's mission is to build shared prosperity for
the region through travel, trade, and economic development.
PDX is the largest commercial airport in Oregon and SW Washington,
serving nearly 20 million passengers annually in 2019. Travel levels at
PDX are still recovering from the pandemic but we're looking forward to
a busy summer travel season, including the recent return of
transatlantic flights. PDX is both a beloved local landmark and a
perennial favorite of travelers worldwide as well as a source of
significant economic value to the region. We're in the midst of a
capital construction program at PDX--PDX Next--which is designed to
allow for significant growth (to accommodate 45 million passengers per
year by 2045) while greatly improving the resilience and sustainability
of the airport.
We know we need to make infrastructure investments in a way that
prepares for and protects us from climate change and natural disasters,
and that addresses long-standing inequities regarding who benefits from
and who is negatively impacted by our work. For transportation systems
to function and have long-term reliability, we must prepare to be more
resilient in response to unpredictable disruptions from extreme weather
events due to climate change and natural disasters.
The past is no longer a reliable predictor of the future. The
evidence of climate change in Oregon is clear. Portland and the region
we serve have experienced unprecedented weather events including record
heat, cold, and precipitation. For example, Portland is in the midst of
the wettest spring on record, and it snowed in mid-April. Last June we
experienced 117-degree heat, exceeding the previous all-time record
high temperature by nearly 10 degrees.
Unprecedented summer heat waves have spawned wildfires which have
burned millions of acres. The summer 2020 wildfires were the most
destructive on record in Oregon and triggered five days of
``hazardous'' air quality for the first time in Portland. It is past
time to get serious about this threat to our existence. It is essential
to invest more resources in proactive preparation and progress to
lessen the magnitude of destruction and associated recovery expenses.
Where We've Been
The Port actively works to implement climate change solutions by
measuring our greenhouse gas (GHG) emissions footprint, investing in
energy efficiency, and moving away from fossil fuels to cleaner energy
and alternative fuels.
The Port of Portland has long had our own emissions reductions
goals, reducing GHG emissions by over 60% below 1990 levels at the same
time as passenger growth increased by 162%. We achieved this
accomplishment via several projects. We've made significant energy
efficiency investments, including an airport-wide lighting upgrade. The
Port's headquarters building located at PDX is LEED Platinum-certified
and uses about 36 percent less energy than a typical building of its
size. We also installed preconditioned air and ground power units on
all loading bridges at PDX--eliminating onsite emissions from parked
aircraft.
The Port has supported Oregon's Clean Fuels legislation and
participates in the Clean Fuels Program for PDX shuttle buses that run
on renewable natural gas and for electric vehicle charging. Most
diesel-powered vehicles and generators at PDX use R99 renewable diesel
made from sustainable feedstocks. PDX also has one of the largest
collections of electric vehicle parking spaces among airports in the
U.S. with 125 spaces installed. These charging stations serve Port
fleet, maintenance, Airport Rescue & Firefighting and employee vehicles
as well as passengers and Transportation Network Companies (i.e., Uber,
Lyft, taxis.) An additional 38 charging stations are coming soon which
will include communications infrastructure for monitoring, analyzing,
and evaluating system electricity usage for each charging station to
help us maximize use and improve reporting.
Diesel exhaust is one of the most significant contributors of
health impacts from air toxics in the Portland region and construction
equipment is the largest source of those emissions. In collaboration
with other public agencies in the Portland region, the Port created and
is implementing a Clean Air Construction Program to reduce diesel
emissions on construction projects. Beginning in 2021, the program
implemented a standard set of cleaner equipment requirements on job
sites and a regional program to verify compliance with the
requirements. Many larger construction companies have already
transitioned to cleaner equipment. Small businesses, however, cannot
afford to replace their typically older and dirtier diesel construction
equipment with new equipment or install costly retrofits. The small
businesses can apply for a temporary exemption or meet program
requirements through the use of renewable diesel. The Port is working
to facilitate small business access to renewable diesel at a reasonable
cost, to lessen the continued air toxics impacts from exempted diesel
equipment.
Where We're Headed
We know we can do more. We are prioritizing operations with the
highest GHG emissions to start and investing in strategies that
meaningfully and swiftly reduce our carbon footprint. We are also
taking action to prioritize emission reductions that have the greatest
benefit to addressing environmental justice inequities. Like a small
city, PDX operates around the clock and consequently accounts for over
three-quarters of the Port's total GHG emissions. PDX also contributes
to air toxic emissions (diesel particulates in particular) impacting
airport workers and surrounding historically marginalized communities.
We believe any new, significant investment in infrastructure must
prioritize projects that increase the resilience against climate
change, extreme weather, and natural disasters while decreasing our
dependence on fossil fuels. We recognize that our growth at PDX could
result in a higher environmental impact. Sustainability was the focus
of the PDX Master Plan developed 10 years ago and that's why we chose
to renovate and expand the existing terminal structure instead of
building a new terminal, relying on the use of wood, steel, and other
salvaged materials, and incorporating a new efficient heating and
cooling system.
Ground Source Heating & Cooling System
The current heating and cooling system at the airport relies on
natural gas boilers and chillers with diesel generators as backup. A
new energy efficient ground source heat pump system will instead rely
on electricity to generate heated and chilled water for building
heating and cooling. The system will extract heat from an underground
aquifer for heating, and, to cool, it will reject heat back into the
same aquifer. Traditional boilers and chillers will be retained as
backups, and to augment the ground source system's performance during
periods of extreme temperatures. By adding a ground source heat pump
system, the terminal's energy use per square foot will be reduced by
approximately 54% and 130,000 MMBtu of annual natural gas will be
electrified--a major step away from fossil fuel use. GHG emissions will
be reduced by a minimum of 6,800 metric tons of CO2e/year,
and those emissions reductions will improve over time as the electric
grid continues to transition away from coal to renewable sources.
Electrification
The Port is pursuing electrification of ground support equipment as
a key strategy to address air toxics that have a direct impact on PDX
airport workers and surrounding residential communities while reducing
our carbon footprint. We have made significant progress in building out
the electrical infrastructure needed for charging ground support
equipment. The electrical backbone is in place across the airport and
branch conduit and wiring has been installed to make our two newest
concourses--Concourse B and E--plug-in ready for charging stations. The
remaining infrastructure needed to make Concourses C and D plug-in
ready is planned in the capital project queue.
The Port partnered with the California Airport Council and several
California airports on development of carbon intensity values needed
for electric ground support equipment to qualify for Oregon's Clean
Fuels program. Leveraging Oregon Clean Fuels Program financial
incentives will be essential to support our airline business partners
in advancing the transition to electric ground support equipment at
PDX. Additional federal support made available in the Infrastructure
Investment and Jobs Act (IIJA) will also be needed to fully electrify
the ground support equipment at PDX.
We're also investing over $12 million to increase electrical
infrastructure between a substation and the PDX terminal to accommodate
future increases in demand/load from electrification of fossil fuel
powered equipment and systems.
Sustainable Aviation Fuel (SAF)
Securing a reliable and affordable local or regional supply of SAF
is a significant priority for the Port because GHG emissions from jet
fuel account for 78% of Port emissions. PDX completed a SAF
Infrastructure Study in 2018 to help facilitate discussion on what it
would take to implement this technology. Since then, the Port has
supported acceleration of SAF supply chain development in the following
ways:
On-going discussions with developers, airlines and other
supply chain partners to look at SAF demand and logistics (i.e.,
transportation, storage and delivery to PDX).
Co-funded with SkyNRG Americas a Bioeconomic Development
Opportunity Zone (BDO Zone) Designation for municipal solid waste
supply in Arlington, Oregon. `A' and `AA' BDO Zone Ratings identify
areas in the country best positioned for low-risk bioeconomy project
development and provide much-needed market intelligence to facilitate
investment decisions. Arlington's `A' rating will hopefully lead to
increased production of SAF and R99 in Oregon.
Participation on the Oregon Clean Fuels Program
Rulemaking Advisory Committee to advocate for measures to make Oregon
competitive with other West Coast fuel markets and attract clean fuels
such as renewable diesel, sustainable aviation fuel and renewable
natural gas.
Participation in the federal agency SAF Grand Challenge
which is working to develop a roadmap to reduce the cost and expand the
production and use of SAF.
Adaptation to Extreme Weather
The Port also recognizes that in the face of climate change we need
to adapt how we work, how we build, and how we operate to protect human
and environmental health and safety and prolong the life of our capital
investments.
Recently, the Port used the Airport Cooperative Research Program's
Airport Climate Risk Assessment Tool (ACROS) to evaluate likely climate
impacts to PDX. The analysis found, and is verified by Oregon and
national climate assessments, that PDX is likely to experience hotter,
drier summers with more high heat days than before. The 2020 heat wave
was a public health crisis: more than 60 people in Multnomah County
lost their lives. Increasing temperatures and peak heat waves are a
critical concern for the aviation industry. In response to the 2020
extreme heat events, Oregon OSHA adopted emergency rules addressing
wildfire smoke to protect employee and worker health and safety. PDX
convened an internal task force and established a process to alert
employees who work outdoors of poor air quality conditions during
wildfire events and requires the use of personal protective equipment
to protect worker health. PDX is committed to protecting the health and
safety of our employees, contractors, and travelers.
In addition to efforts to support worker health and safety,
airports need to mitigate harm to building roofs, strain on HVAC
systems, reduced water availability, increase in emergency service
calls, and loss of integrity of runway pavement. To be more resilient
in the face of potable water shortages, the Port has been focusing on
water conservation strategies such as installing low flow fixtures
throughout the PDX terminal as well as securing municipal water rights
to authorize use of non-potable water in place of potable water. The
non-potable water can be used for our operations as well as for tenants
and other potential commercial and industrial customers within our non-
potable water service areas.
For example, the construction of the new rental car ready return
facility at PDX includes a non-potable water well, collects rainwater
and stores it in an underground cauldron as wash water, and deploys
reverse osmosis for vehicle washing. Leveraging non-potable water for
car washing and toilet flushing has reduced potable water use by more
than 70% as compared to the LEED baseline for a typical office
building. This facility received Envision certification, which provides
a consistent, consensus-based framework for assessing sustainability,
resiliency, and equity in civil infrastructure.
Climate assessments and the ACROS tool also indicate that PDX
should prepare for more heavy precipitation events. Primary
vulnerabilities to heavy precipitation include internal and external
facility damage, failure of drainage systems, operational disruptions,
undermining of pavement and impacts to ground transportation and
parking. In order to mitigate the impacts from extreme weather events
the Port is focused on the following priorities:
Upgrading building efficiency to reduce demand and strain
on the power system.
Reducing our reliance on the electricity grid with on-
demand renewable power and independent micro-grid infrastructure at
PDX.
Securing funding for on-going asset management to keep
pavement, stormwater, HVAC and building systems in good order and
extend their useful lives.
Natural Disaster Resilience
The Port is deeply committed to providing public services that meet
local and regional resilience needs. Recent examples of our commitment
are illustrated by the Port's role in:
Addressing health and safety of passengers and employees
via modified PDX operations in response to COVID-19.
Partnering with the Oregon Health Sciences University to
stand up a drive-through COVID-19 vaccination clinic at PDX, where more
than 250,000 doses were administered.
Sending Port of Portland Firefighters every year to help
g communities around Oregon fight deadly wildfires.
Our ability to respond to these types of emergencies is made
greater because of our commitment to increasing our resilience to
hazards. The Port has been systematically identifying hazards and Port-
specific vulnerabilities and developing and implementing plans and
projects to improve the strength and flexibility of our facilities and
operations. We take a holistic, programmatic approach to resilience;
designing the flexibility needed to perform well under a variety of
potential disruptions and challenging conditions.
In addition to climate change, we have to prepare for other natural
disasters, particularly earthquakes. Given Oregon's geography and the
vulnerability of critical infrastructure to earthquake and landslide
damage, and the likelihood of a coastal tsunami, Oregon will be
isolated following a major earthquake. The planned major response hub
for Oregon is located on the east side of the Cascade Mountain range.
This means that aid to Oregon's most populous region in the western
part of the state will need to be brought in via helicopters and small
planes until the mountain passes are cleared and road travel restored.
Marine routes will need to be cleared, and maritime support will take
some time to arrive. Lack of road and marine transportation, and very
limited aviation options will hamper medical evacuations and response
and will make it exceedingly difficult to bring in basic aid for days,
if not weeks.
PDX has made significant investments to prepare for a Cascadia
Subduction Zone catastrophic event. We have a new concourse built on a
resilient structural foundation and our PDX communications and
emergency operations center has an independent emergency power supply.
The Terminal Core expansion project also includes numerous seismic
improvements.
The most transformational seismic investment in the Port's
resilient infrastructure work is a seismically resilient runway at PDX.
A resilient runway, one that can withstand the ground motion caused by
a major earthquake will provide an essential lifeline connection to
supplies, aid, and support during a catastrophic event. According to an
analysis of the National Institute of Building Sciences, the runway
could help avoid about $7 billion dollars in losses in today's dollars.
The Port is incredibly grateful to have secured $3.75 million in
FY22 Congressionally Directed Spending for a FEMA pre-disaster
mitigation grant. This is from FEMA's Building Resilient Infrastructure
and Communities (BRIC) program. Combined with additional funding
provided by the state of Oregon, the Port will finalize the design of
the seismically resilient runway over the next two years. Construction
of the runway will require significant additional federal funding
support.
How We Continue to Make Progress
Infrastructure Funding
The Port relies upon investments in nearly every kind of
infrastructure imaginable: obviously airports, but also waterways,
bridges, marine terminals, transportation safety, levees, locks, roads,
transit, and rail. So, we were very pleased with the passage of the
IIJA last year. We believe the IIJA investments will both address the
backlog of infrastructure needs nationwide, while prioritizing
investments that reduce reliance on fossil fuels, increase resilience,
and mitigate community impacts. We also welcome the law's focus on
equity and job creation. In particular, we are deeply grateful for the
$25 billion in airport infrastructure investments provided by IIJA.
We expect PDX to receive approximately $20 million each
year for the next five years in Airport Infrastructure Grants, a
significant increase in our annual Airport Improvement Program (AIP)
grants. It will immediately be applied to address key airfield pavement
needs that are essential to maintaining a safe, efficient and resilient
airport.
The Port has also applied for funding for the first year
of the Airport Terminal Program (ATP) competitive grant. We're seeking
funding for the ground source heating and cooling system at PDX
discussed above. The current reality of capital construction projects--
significant cost escalations, supply chain limitations and staffing
shortages--means difficult choices for capital projects. These federal
funds will help ensure the Port can meet its environmental and job
creation goals.
We also know the need for investment at airports far
exceeds the funding available. We understand there were more than 650
applications totaling $14 billion for the first $1 billion provided in
FY23 for the ATP grants. We know the need is great and we will continue
to work with Congress and the Administration on other funding sources
for airports, including an increase in the Passenger Facility Charge
(PFC).
Expand Funding for Airport Resiliency Projects
We support a specific expansion of the FAA Airport Improvement
Program (AIP) to allow funding to be used for natural disaster and
climate resilience. H.R. 2, the Moving Forward Act, included a
provision allowing airports to use AIP grant funding for ``critical
airport infrastructure'' projects that increase the resiliency of the
airport against ``earthquakes, flooding, high water, hurricane, storm
surge, tidal wave, tornado, tsunami or wind driven water.'' (H.R. 2,
SEC. 10103, Airport Resiliency Projects).
We also believe the FEMA BRIC program should continue to be funded
at robust levels. This program is an essential source of funding for
communities to invest in advance of disasters and is one of the likely
sources of funding for construction of our seismic runway.
SAF Blenders Tax Credit
The Port is committed to being prepared to offer SAF at PDX as the
fuel becomes available. We know additional government incentives are
required to support growing this industry to scale given the
considerable cost difference with conventional jet fuel. We strongly
support a new, long-term tax incentive for sustainable aviation fuel.
We believe a blender's tax credit specifically aimed at incentivizing
the production of sustainable aviation fuel is critical to support the
decarbonization of the aviation sector.
SAF Infrastructure Grant Program
We also strongly support a SAF infrastructure grant program to
further support the development and deployment of SAF, such as Senator
Warnock's Aviation Emissions Reduction Opportunity Act (AERO) and the
Alternative Fuel and Low Emissions Aviation Technology Program and
related provisions in H.R. 2 (Sections 10201-10204). We are
particularly in need of funding mechanisms to help offset the costs of
off-airport SAF infrastructure as will be needed at PDX.
Expand the Voluntary Airport Low Emissions Program
The Voluntary Airport Low Emissions (VALE) Program allows airports
to use AIP funds and PFC revenue for low emission vehicles, charging
stations, and other projects that help improve air quality. More
flexibility is needed in this program at airports like PDX that are
already in air quality attainment areas, but where federal funding for
additional carbon and air toxic emissions reduction programs is needed.
We support both increased funding for the VALE program and allowing it
to expand airports outside of non-attainment areas to help more
airports improve air quality.
Federal Agency Aviation Fuel Usage
Key federal agencies such as the U.S. Department of Defense (DoD)
can play a more active role in SAF uptake for their own aviation fuel
needs. The House-passed 2021 National Defense Authorization Act (NDAA)
included a provision that would require the Defense Department to
conduct a pilot program at two or more DoD facilities exploring the use
of sustainable aviation fuel. While this provision was not included in
the final 2021 NDAA, we are hopeful that this year will result in
successful passage of the program.
Thank you for this opportunity to address you today about our work
at PDX to address climate change and natural disaster resilience. I
look forward to continuing to work with the Subcommittee on these
issues going forward.
Mr. Larsen of Washington. Thank you very much for your
testimony, and I will turn to Mr. John Plaza, president and CEO
of SkyNRG Americas.
Mr. Plaza, you are recognized for 5 minutes.
Mr. Plaza. Good afternoon, Chairman Larsen, Ranking Member
Graves, and members of the Aviation Subcommittee. My name is
John Plaza, and I appreciate the opportunity to tell you a
little bit more about our focus on sustainable aviation fuel.
I am the CEO of SkyNRG Americas, and we are focused on, as
I mentioned, really bringing scale to the new industry of
sustainable aviation fuel. And the opportunity that we have in
front of us as a country is quite exciting. I have been
involved in aviation for over 40 years and have been leading
the development of sustainable aviation fuel, or SAF, since
2006. I am excited to discuss the role that SAF can play in
decarbonizing aviation and enhancing energy independence for
our Nation.
I also want to thank this committee and you, Chairman
Larsen, for your continued leadership and support of domestic
renewable fuels production specifically in this hard-to-
decarbonize industry.
At SkyNRG, we are a team of industry-leading professionals
who build and develop commercial-scale SAF projects. Our
planned facilities in North America will increase SAF supply
for a network of aviation users, including both U.S. airlines
and our U.S. defense needs. Critically, SkyNRG is committed to
sourcing SAF from waste-based feedstocks that achieve, at a
minimum, an 80-percent reduction in greenhouse gases over
traditional petroleum jet fuel.
We are particularly excited about the recent partnerships
we formed with some of the leading innovators in
sustainability, including Alaska Airlines, Boeing, Microsoft,
and Bank of America. These agreements and partnerships advance
our collective goals to drive the aviation industry's
transition to clean energy through the commercialization of a
domestic energy source, sustainable aviation fuel.
As we all know, aviation is essential to modern life.
Flying has been my lifelong passion. I started really obsessing
about airplanes at the age of 5, and by the time I was 18, I
was learning how to become a commercial pilot and flew for over
20 years. I have flown everything from bush planes in the
remote parts of Alaska to Boeing 747s.
My time as a pilot has provided me with some key insights
in how aviation can grow sustainably. The amount of fuel
required to power an aircraft is immense, as are the emissions
that result from burning fossil-based jet fuel. In addition,
without timely action, the aviation sector's emissions
footprint could grow from 3 percent to 27 percent of the global
carbon budget by 2050, due to the electrification of on-road
transportation and other solutions.
In 2004, I retired from the airline industry to start a
biodiesel company called Imperium Renewables, located in
Washington State. We built one of the world's largest
commercial-scale biodiesel facilities in rural Washington,
Hoquiam, in 2007. In 2008, we also produced the very first
volume of sustainable aviation fuel used in the landmark
demonstration with Boeing, Virgin Atlantic, and General
Electric on a 747, showing that an airplane really, truly could
fly on something besides petroleum jet fuel.
The market and political landscapes around SAF are much
different today than they were 14 years ago. Demand for SAF has
skyrocketed, as companies across the U.S. economy seek to
foster greater sustainability.
I am also thrilled and thankful for the attention that U.S.
policymakers and this subcommittee in particular have focused
on our nascent industry. With the right policies in place, SAF
can achieve scale quickly, and in a manner to both increase
volume and decrease costs. A number of these actions can be met
through this subcommittee.
In addition to reducing emissions as much as 80 percent, a
robust North American sustainable aviation fuels industry would
attract private-sector investment and create jobs, especially
in rural America or communities throughout the Nation that need
these sort of innovative opportunities; ensure nationwide
energy security by creating domestic fuel supply chains; and
finally, help stabilize fuel prices by reducing the U.S.
reliance on volatile global markets, as we see today.
To be clear, SAF is not the only means to achieve net zero
by 2050, but it is a tool for fostering job growth and economic
security and energy security today, while meeting the goals of
the aviation sector. Congress can champion three policies to
support SAF and capture its economywide potential.
First, Congress should advance the bipartisan Sustainable
Skies Act. This is a critical blender's tax credit that would
help reduce the costs.
Second, Congress should create a SAF infrastructure grant
program like the Senate AERO Act.
And finally, Congress should support the administration's
SAF Grand Challenge, a whole-of-Government effort to reduce the
cost and expand the SAF supply.
Thank you for the opportunity to participate today, and I
look forward to questions as we continue the discussion.
[Mr. Plaza's prepared statement follows:]
Prepared Statement of John Plaza, President and Chief Executive
Officer, SkyNRG Americas, Inc.
Chairman Larsen, Ranking Member Graves, and Members of the Aviation
Subcommittee: Good afternoon. My name is John Plaza, and I'm CEO of
SkyNRG Americas. Thank you for holding this important and timely
hearing. I'm excited to discuss the opportunities and challenges
associated with U.S. airports' efforts to address climate change--and
the key role that sustainable aviation fuels (or ``SAF'') can play in
decarbonizing aviation and enhancing energy independence. I also want
to thank this committee and you, Chairman Larsen, for your continued
leadership in support of domestic renewable fuels production.
At SkyNRG, we are a dedicated team of industry-leading
professionals who develop and execute commercial scale SAF production
projects. Our planned production facilities in North America seek to
increase SAF supply for a global network of aviation fuel users,
including airlines and civil aviation, as well as national defense
needs.
Critically, SkyNRG is committed to sourcing SAF from waste-based
feedstocks that uphold the highest sustainability standards and
achieve, at a minimum, an 80 percent reduction in greenhouse gas
emissions.
We are particularly excited about the recent partnerships we've
formed--with some of the leading global innovators in sustainability--
including Alaska Airlines, Boeing, Microsoft, and Bank of America.
These agreements advance our overarching aim: to create sustainable,
scalable, and cost-competitive solutions that will lead to the
commercialization of SAF production and drive the aviation industry's
transition to clean energy.
As we all know, aviation is essential to modern life. Flying has
been my lifelong passion since the age of five. I was a commercial
airline pilot for more than 20 years and have flown everything from
bush planes in Alaska to Boeing 747's.
My time as a pilot provided me with some key insights in how
aviation can grow sustainably. The amount of fuel required to power an
aircraft is immense, as are the greenhouse gas emissions that result
from burning fossil-based jet fuel. In fact, without timely action, the
aviation sector's emissions footprint could grow from 3 percent to 27
percent of the global carbon budget by 2050.\1\ We must find creative
ways to decarbonize aviation, and we must do so in a way that supports
fuel quality, aircraft safety, and cost-effectiveness, all while
creating good-paying domestic jobs and an energy resilient economy.
---------------------------------------------------------------------------
\1\ See International Civil Aviation Organization. ICAO
Environmental Report 2016. (available here: https://www.icao.int/
environmental-protection/Documents/ICAO%20Environmental
%20Report%202016.pdf)
---------------------------------------------------------------------------
After retiring from commercial flying in the early 2000s, I founded
a biodiesel production company based in Seattle called Imperium
Renewables. We built one of the largest commercial scale biodiesel
production facilities in the United States. This facility, at 100
million gallons per year of biofuel production, was built in a rural
community in Washington state that continues to benefit significantly
from these new energy transition jobs and investments. Notably,
Imperium was also the first producer of SAF used in a landmark
demonstration flight by a Virgin Atlantic Airlines Boeing 747 in 2008.
The market and political landscapes around SAF are much different
today than they were 14 years ago. Demand for SAF has skyrocketed, as
aviation-centric companies across the U.S. economy seek to reduce their
greenhouse gas emissions and achieve sustainability objectives.
Additionally, I am both thrilled and thankful for the attention that
U.S. policymakers--and this subcommittee in particular--have focused on
our nascent industry. We are on the cusp of a historic growth
opportunity.
With the right federal policies in place, the U.S. SAF industry can
achieve scale quickly enough to meet several key goals of this
Subcommittee. A robust North American SAF industry would:
(i) reduce emissions from flights by as much as 80 percent
relative to fossil-based jet fuel;
(ii) attract substantial private sector investment and create
high-tech jobs, especially in rural communities across the country,
including Washington state;
(iii) meet the substantial consumer demand for low-carbon fuels
while ensuring flight safety and reliability;
(iv) promote U.S. innovation, leadership, and jobs in an industry
with vast global potential;
(v) ensure nationwide energy security by creating clean, domestic
fuel supply chains to power commercial and defense-related aviation;
and
(vi) help stabilize aviation fuel prices by reducing U.S. reliance
on global oil markets that have increasingly faced price volatility and
supply disruptions.
To be clear, SAF is not only a means to achieve net zero by 2050--
it is also a tool for fostering job growth and energy security today.
Congress can champion three key policies to support SAF and capture
its economy-wide potential. First, Congress should advance the
bipartisan Sustainable Skies Act. The Act would create a blenders tax
credit starting at $1.50 per gallon for SAF that achieves a 50 percent
or greater lifecycle emissions reduction in greenhouse gas emissions,
as compared to fossil-based jet fuel. This legislation represents a
pragmatic way to help the SAF industry attract greater private sector
investment and realize price-parity with fossil-based fuels. This
initiative also maintains broad industry support, including from others
on this panel today, like Alaska Airlines.
Second, Congress should formulate an infrastructure grant program
dedicated to projects that will produce, transport, or store SAF. The
Senate's Aviation Emissions Reduction Opportunity (AERO) Act, for
example, would provide $1 billion over five years for infrastructure
and technology grants. As many airports nationwide lack essential SAF
infrastructure, these public investments would help accelerate and de-
risk investments across the supply chain by making SAF more available
to airlines and bringing efficiency to the market.
It is my hope that both of these crucial policies can be enacted
this year.
Finally, Congress should support the Administration's SAF Grand
Challenge and identify ways to collaborate with federal agencies in
this initiative. The SAF Grand Challenge is the result of DOT, DOE,
USDA, and EPA launching a government-wide Memorandum of Understanding
(MOU) that aims to reduce the cost and expand the supply of SAF. The
administration's central target is to reach a SAF supply sufficient to
meet 100 percent of aviation fuel demand by 2050.
The SAF Grand Challenge is a recognition of the fact that any
serious national effort to address climate issues must incorporate
ambitious strategies to put downward pressure on aviation emissions.
The Grand Challenge also offers the nation an opportunity to develop an
entirely new energy industry that meets the needs of this critical
sector. The U.S. must have an ambitious, whole-of-government plan in
place to help guide successful policy and industry outcomes for the
future of American aviation.
One key element of the MOU is DOT's commitment to ``collaborating
with EPA . . . on steps to expedite regulatory approvals of new SAF
feedstocks that achieve significant lifecycle GHG reductions.'' \2\ For
the past decade, regulatory backlogs have plagued SAF industry
innovation, expansion, and long-term capital investment, so this will
be a critical step in achieving industry goals. This Subcommittee can
play a key role--through collaboration and oversight--in DOT's
implementation of this and other elements of the Grand Challenge.
---------------------------------------------------------------------------
\2\ The White House, FACT SHEET: Biden Administration Advances the
Future of Sustainable Fuels in American Aviation, Sept. 9, 2021
(available at: https://www.whitehouse.gov/briefing-room/statements-
releases/2021/09/09/fact-sheet-biden-administration-advances-the-
future-of-sustainable-fuels-in-american-aviation/)
---------------------------------------------------------------------------
Lastly, it is important to note that SAF represents only .0005
percent of total aviation fuel consumption in the U.S. today, a small
drop in the sea of existing fossil jet fuel supply. Thoughtful,
targeted policies are needed for the SAF industry to scale quickly
enough to meet our nation's energy challenges. The return on
investment, in the form of energy security, jobs, and environmental
benefits, will be well worth it.
I look forward to working with all members of this Subcommittee and
the broader House Transportation and Infrastructure Committee to make
sure this innovative American industry is successful. Thank you.
Mr. Larsen of Washington. Thank you, Mr. Plaza. Good to see
you again.
And finally we have the founder and CEO of ZeroAvia, Val
Miftakhov, and you are recognized for 5 minutes.
Mr. Miftakhov. Thank you, Chairman Larsen, Ranking Member
Graves, and the members of the subcommittee. Thank you for the
opportunity to speak with you today. My name is Val Miftakhov.
I am CEO and founder of ZeroAvia. We are a U.S.-headquartered
leader of sustainable aviation powertrains that we build for
commercial aircraft. And it is my privilege to speak to you
today about airports and aviation sustainability.
I started the company in 2017. I am a pilot myself,
rotorcraft, fixed-wing, really passionate about aviation. And
the reason I started the company was to, of course, address the
growing challenge of climate change that was already mentioned
in this forum; health outcomes that were already mentioned
within a certain distance of the airports; 3 percent today of
the carbon emissions worldwide.
But of course, aviation climate impact is not just about
carbon. We also have high-altitude particulate emissions; we
have high-altitude NOx emissions; we have high-altitude, high-
temperature water vapor. And, as been mentioned already before,
these types of pollutants may result in significant increase of
the total climate impacts on top of the CO2 alone.
And it is not inconceivable to see that aviation may become up
to 50 percent of total human climate impact in the business-as-
usual trajectory if nothing is done, and all of these
components are recognized, and the rest of the industries are
cleaned up.
So, ZeroAvia was set up to address this problem. We focus
on large, fixed-wing aircraft. We have looked at all the
technologies early on in terms of how to solve it. We decided
that batteries are too heavy, hybrid electric is too
incremental, biofuels cannot really scale to full 100 percent
of aviation. Synthetic fuels start with green hydrogen. So,
therefore, we thought that going after hydrogen combustion, or
hydrogen-electric would be the most efficient way to move
aviation to a clean future in the long term.
So, out of those two, hydrogen-electric or hydrogen fuel
cells are the most efficient way to address the problem. And
so, they can really scale to the large size of aircraft. So, we
focus on hydrogen fuel cells, zero emission, long range, low
cost. And a number of third-party research suggests now that
that can achieve abatement of 90 to 95 percent, and maybe even
beyond of total human climate impacts from aviation, which is
really, really important.
I also want to highlight this is happening now. We already
have flown the world's largest hydrogen-electric aircraft ever
flown, and in the coming weeks, we will fly even larger
aircraft with a new prototype, 20-seat aircraft that we are
preparing for flight now. Economics are great, as well, so, it
is good business. Capital expense is similar to turbines,
operating expenses even lower, lower maintenance because of
lower stresses. Fuel is potentially less expensive--$3 per
kilogram of hydrogen cost is equivalent to $1.50 per gallon of
jet fuel because of the efficiencies. And of course, that is
already below wholesale price today. And with DOE targets like
$1 per kilogram by the end of the decade, this definitely means
good business.
So, what does it mean for likely adoption? Rapid change. I
witnessed with my previous company a rapid disruption in auto
transportation. In 2010, EVs were a novelty. In 2017, when I
sold my previous company that built the world's largest smart
charging network for electric vehicles, we didn't see any new
internal combustion cars in any of the car shows anymore. So,
over just 7 years, Tesla, the U.S. manufacturer, has become the
largest manufacturer of new cars in that market.
So, now we see commercial aviation on the brink of a
similar overtaking. Already, ZeroAvia has partnered with Alaska
Airlines, United Airlines, British Airways, Amazon, and several
large manufacturers to bring this technology to the market.
Infrastructure is needed and possible, as well, and that is
where we get to the airports. It is entirely possible to
support this aviation undertaking with on-airport fuel
production, and we need the infrastructure programs that would
support it.
Elsewhere, where we at ZeroAvia have presence--for example,
the U.K.--there are several different programs by Innovate UK,
Aerospace Technology Institute, and the Department for
Transport that drive that infrastructure need. And we are
looking forward to working together with the subcommittee and
with the fellow companies in this field to help bring similar
programs and cross-agency collaboration to this field and work
on these problems.
And I am looking forward to answering your questions. Thank
you.
[Mr. Miftakhov's prepared statement follows:]
Prepared Statement of Val Miftakhov, Founder and Chief Executive
Officer, ZeroAvia
Chairman Larsen, Ranking Member Graves, and Members of the
Subcommittee, thank you for the opportunity to speak with you today. My
name is Val Miftakhov, and I am the Founder and CEO of ZeroAvia, the
US-headquartered leader in designing and building zero-emission,
hydrogen-electric powertrain systems and deploying them to commercial
aircraft. It is my privilege to speak to you about airports and
sustainability, the work we are doing at ZeroAvia, and the steps we can
take to facilitate the transition to a green hydrogen economy.
Zero-emission Aviation Is Happening.
In 2017, after years of building--and eventually selling--the
largest smart charging network for electric vehicles, I launched
ZeroAvia with one purpose: to tackle the mode of commercial
transportation where it has proven most difficult to deliver emissions
abatement: aviation.
Aviation is responsible for just under three percent of global
carbon emissions, but its footprint goes much deeper than just
carbon.\1\ A number of recent climate modeling techniques and
associated published papers suggest that total aviation emissions are
warming the climate at about three times the rate of CO2
aviation emissions alone.\2\ Combustion creates and releases airborne
nitrogen oxides (NOx), particulate emissions (soot), and high-
temperature water vapor at high altitudes where they all contribute
significantly to overall climate impact from aviation. These non-
CO2 emissions, as well as contrails, are known to have a
`multiplier effect' on climate change.\3\ Science also tells us that
around 10 percent of aircraft emissions come during taxi, takeoff,
initial climb, and during the approach and landing, amplifying the
impact on local populations.\4\ Some studies have shown adverse
respiratory health outcomes for residents within 10 km of the major
airports, for example.
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\1\ Graver, B., Zhang, K., Rutherford, D., 2019. CO2
Emissions from Commercial Aviation: 2018. ICCT Working Paper 2019-16.
International Council on Clean Transportation. https://theicct.org/wp-
content/uploads/2021/06/ICCT_CO2-commercl-aviation-2018_20190918.pdf
\2\ Arrowsmith, S., Lee, D., Owen, B., Faber, J., 2020. Updated
Analysis of Non-CO2 Climate Impacts of Aviation and
Potential Policy Measures. Report from the European Commission to the
European Parliament and the Council. European Union Aviation Safety
Agency. https://eur-lex.europa.eu/resource.html?uri=cellar:7bc666c9-
2d9c-11eb-b27b-01aa75ed71a1.0001.02/DOC_1&format=PDF
\3\ Lee, D., Fahey, D., Forster, P., Newton, P., Wit, R., Lim, L.,
Owen, B. and Sausen, R., 2009. Aviation and global climate change in
the 21st century. Atmospheric Environment, 43(22-23), pp. 3520-3537.
\4\ Overton, J., 2019. The Growth in Greenhouse Gas Emissions from
Commercial Aviation. Fact Sheet. Environmental and Energy Study
Institute. https://www.eesi.org/papers/view/fact-sheet-the-growth-in-
greenhouse-gas-emissions-from-commercial-aviation
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When we started ZeroAvia, we took an open approach to finding the
most scalable solution that would mitigate the greatest share of
aviation's climate impact, and, given my prior company was focused on
electric vehicle charging, we certainly looked at battery-electric
approaches. Battery-electric propulsion, which is currently leading the
vehicle industry, can eliminate most of the emissions, but
unfortunately batteries are just too heavy for commercial-scale larger
aircraft, and battery-life constraints mean frequent--and costly--
replacement, which would also significantly disrupt any high-
utilization commercial applications of such aircraft.
Alternative combustion fuels like Sustainable Aviation Fuels are a
good starting point, and a good first step in reducing carbon
emissions. With predicted demand growth in aviation, however, we need
to develop technologies to eliminate carbon emissions and tackle other
remaining types of emissions. ZeroAvia is focused on that goal. We look
at it in stages of evolution, with SAF, as noted above, helping to
reduce carbon output as we transition to hydrogen. Even hydrogen
combustion, while of course zero-carbon, still carries negative effects
of NOx and high-temperature water vapor emissions. Finally, all
combustion technologies suffer from lower efficiency compared to the
electrified powertrains, including hydrogen fuel-cell based.
So, for a holistic solution, the answer must be electrification,
and this can be achieved through electric propulsion using hydrogen
fuel-cells. This technology eliminates CO2, NO2,
SOx, and soot. Its only emission is the water vapor by-product of the
fuel-cell, but even that occurs at low temperature (below 200C vs.
1,000C+ for the combustion engines), which allows clever management of
this output to avoid all negative climate effects. Additionally, the
hydrogen-electric approach is truly scalable, as ZeroAvia has been
demonstrating.
A number of third-party research efforts now support these
findings. For example, in a study published in June 2020, Clean Sky,
the largest European research program, estimated that direct-burn
hydrogen systems can reduce the global warming effect of flying by
between 50 and 75 percent, and SAFs can reduce it by between 30 and 60
percent. The study's authors believe that the fuel cell has the
potential to reduce full climate impact by 75 to 90 percent.\5\
Further, the most recent output of the landmark FlyZero project by the
UK's Aerospace Technology Institute points to hydrogen as a primary
vector to fight the climate impact of aviation, with hydrogen-electric
approaches achieving the highest--at least 90%--levels of abatement. In
a table below, I summarize these various factors for all six major
approaches to aviation climate impact.
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\5\ Hydrogen-powered aviation: A Fact-Based Study Clean Sky May
2020--https://
www.fch.europa.eu/sites/default/files/FCH%20Docs/
20200507_Hydrogen%20Powered
%20Aviation%20report_FINAL%20web%20%28ID%208706035%29.pdf
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Figure 1: H2-Electric is the only scalable, zero-emission
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solution.
To be clear, we are not talking about technology for 2050 or even
2035. In September 2020, ZeroAvia flew a 6-seat aircraft equipped with
our ZA600, 600-kilowatt powertrain, the largest H2-electric
aircraft ever flown. In the coming weeks, we will fly a 19-seat, twin-
engine aircraft powered by one of our hydrogen-electric ZA600s. By
2024, we expect to see commercial service with aircraft powered by
ZA600 powertrains, delivering true zero climate impact flights. And, by
2026, we anticipate 40-80 passenger commercial aircraft flying with our
next-size ZA2000 2-to-5 megawatt powertrains, also currently in
development and with partnerships in place with the likes of Alaska
Airlines and United Airlines as early adopters.
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Figure 2: ZeroAvia's flight path_all segments, starting with 500-mile
range, 10-20 seat capacity
Importantly, aviation is a great use case for hydrogen fuel-cell
adoption, not just because it is a practical solution to aviation's
climate change impacts, but also because the economics are attractive.
With significantly lower material stresses compared to modern
combustion turbines, major overhaul and repair costs will be
significantly lower than they are for combustion engines. It is a
common misconception that hydrogen fuel costs will be a barrier to
aviation uptake when it is, in fact, likely to be a key selling point.
Green hydrogen--which is made using only renewable energy and water--
can have a cost today as low as $3 per kg, which is equivalent to $1.50
per gallon of jet fuel and which is, of course, already substantially
below the current wholesale cost of jet fuel. For smaller operators in
sub-regional and regional sectors, hydrogen-electric operation can
already deliver dramatic cost savings. We calculate rapidly falling
green hydrogen prices with $2.2/kg in the near term, and major
governments, including the recently announced U.S. DOE effort, target
$1/kg by the end of the decade. So, the environmental and economic
cases are strong, but what does that mean for likely adoption?
Consider the example of the motor vehicle industry. After decades
of efforts to make engines for passenger cars and heavy trucks more
efficient, those incremental steps were quickly overtaken by a
fundamental shift to electric-drive vehicles. In 2010, I saw that
change coming and started a company to build the charging
infrastructure those vehicles would need. Today, a relatively new US-
based car manufacturer--Tesla--virtually controls this new vehicle
market, and is one of the most valuable companies in the world. Now,
commercial aviation is on the brink of a similar overtaking.
Of course, a large-scale transition to hydrogen-electric aircraft
presents airports with the similar challenge of preparing their
infrastructure for a more sustainable future. However, given the
concentration of flights in commercial aviation, the infrastructure
challenge is not nearly so daunting as it would be for migrating ground
transport to a new drive technology. Consider the fact that 97% of all
commercial traffic in the US is concentrated in just 150 airports. To
repower aviation, the industry would therefore need about a hundred
hydrogen fueling locations--contrast that with the more than 100,000
automobile gas stations in operation in the US today.
Furthermore, because of the hydrogen volume required by hydrogen-
electric aircraft propulsion, airports also have an enormous
opportunity to become centralized hydrogen hubs. ZeroAvia calculates,
for example, that Houston Airport (IAH) would require 10 tons of
hydrogen per day to operate just 50 percent of its sub-250 nautical
mile flights. Given the volumes required as the system converts to
hydrogen propulsion at scale across the sizes of aircraft and ranges of
travel, the case for on-site production becomes quite compelling. And,
economies of scale can deliver low hydrogen production costs, creating
a big opportunity to convert ground operation vehicles, onward
transportation, and proximate industry to hydrogen fuel where it can
deliver further emissions reductions. This more deeply reduces the
climate change impact of the aviation sector at large, and improves air
quality for the airport and its neighboring residents.
ZeroAvia is already demonstrating this potential on a small scale.
In addition to our aircraft, we operate multiple hydrogen fuel-cell
road vehicles as part of our operations at Cotswold Airport in the UK
and at Hollister Municipal Airport in California, demonstrating the
value of hydrogen fuel cells for ground transport and ground
operations. Airports that leverage this opportunity by producing low-
carbon hydrogen on-site will create a new and valuable airport revenue
stream and set the stage for true zero-emission aviation in the United
States.
Airports Need Support to Build Infrastructure for Sustainable Aviation.
Transitioning to a green-hydrogen economy will require support.
Airport funding programs in their current incarnations do not help
airports make these investments. While the Department of Energy
Hydrogen Hub program should prioritize supporting a handful of airports
(especially given the impacts that airports can have as Hubs in
themselves), that program alone will not be enough to facilitate
widespread adoption of this game-changing technology.
In the United Kingdom, ZeroAvia's expanding operations are
supported by grants from the UK's Aerospace Technology Institute and
Innovate UK. In addition, our landside-to-airside hydrogen airport
pipeline, Europe's first, received support from the UK Government's
Department for Transport and the Connected Places Catapult as part of
the Zero Emission Flight Infrastructure program to enable airports and
airfields to prepare for the future of zero-emission operations.
The U.S. lacks such a zero emission airport infrastructure program.
But, modifying existing Federal Aviation Administration airport funding
and other financing programs can make a significant difference,
encouraging adoption and helping restore the U.S. leadership in new
aviation technologies. Historically, the FAA's airport programs and
aircraft programs have been fully separated. Programs to develop more
sustainable aviation are walled off from programs that help airports
develop more sustainable ground operations. A solar array that
generates the energy needed for the electrolysis that produces hydrogen
will serve both aircraft and ground vehicles, but to which FAA office
does the airport director apply? The transition to hydrogen will
require leadership to open those silos.
Amending aspects of the Passenger Facility Charge (PFC), Airport
Improvement Program (AIP), and Voluntary Airport Low-Emission (VALE)
tools to include hydrogen production projects that supply airport
vehicles and aircraft will be a great step forward. For example, in the
current VALE Technical Report (version 7), published 12 years ago, both
fuel-cell technology and transport of hydrogen are labeled as being
``in the R&D stage and not yet commercially viable.'' Given the
advancements we and others are making technically and commercially,
this urgently requires revision. Bringing program guidelines up to date
will result in tools that better serve today's airports.
Credit programs like the U.S. Department of Transportation's TIFIA
program will also help. In the Infrastructure Investment and Jobs Act
(IIJA) enacted last year, airport landside TIFIA eligibility, which was
not prohibited in TIFIA's initial parameters, was explicitly included
in the program, but the language does not encourage an airport project
that supports ground transportation as well as aviation. Whether this
takes the form of expanded TIFIA eligibility or a new aviation-specific
credit program, the same investment-friendly terms will incentivize the
transition to sustainable aviation. When airports use renewable energy
sources to produce hydrogen that can be both used in their ground
operations vehicles and sold to air carriers, they will have access to
new revenue streams that can be used to service loans in the same way
that highway tolling provides a loan service stream for a traditional
TIFIA loan.
Infrastructure credits offer another approach to incentivize
airports toward on-site green-hydrogen production. Within a new Federal
clean fuel program, for example, airports investing in green-hydrogen
would earn credits that can be sold to fuel providers whose products
garner deficits by exceeding a statutory carbon-intensity (CI)
standard. This is one aspect of California's successful Low Carbon Fuel
Standard (LCFS) program. In the LCFS, an entity that provides electric-
vehicle charging stations earns credits that can be sold to a
transportation fuel supplier whose fuel mix does not meet State CI
standards.
These are just a few avenues toward timely development of airport
green-hydrogen production to support more sustainable ground operations
as well as zero-emission aviation. We at ZeroAvia look forward to
working with the Subcommittee, with our colleagues in sustainable
aviation, and with America's airports to expedite this crucial
transition.
Commercial Aviation Emissions Can Be Abated.
Under the right conditions, a path to initial safe, zero climate
impact commercial flight by 2024 and large-scale removal of emissions
from regional aviation by 2030 are absolutely achievable. The costs of
failure in this pursuit far outweigh the costs of implementation. First
and foremost, failure means that, as other sectors successfully reduce
their footprints, aviation will contribute a larger and larger
proportion of climate impact, with many estimates suggesting a 25-50%
share for aviation by 2050 in the business-as-usual scenario.
Sustainable aviation technology already developed will languish on the
shelf, benefiting no one. Air carriers will not be able to lower their
emissions beyond the incremental improvements made possible by
Sustainable Aviation Fuels and engine efficiencies. And, U.S. skies
will suffer. In that scenario, either people stop flying--as the
growing pattern of European travel demonstrates--or the climate crisis
worsens.\6\
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\6\ Garay, E., 2022. How Short-Haul Flight Bans Are Transforming
European Travel. Conde Nast Traveler. https://www.cntraveler.com/story/
how-short-haul-flight-bans-are-transforming-european-travel
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Additionally, while some airports find the resources to make the
necessary investments in green-hydrogen and begin to benefit from the
new revenue streams it creates, other airports will be unable to
compete and will lose service. The immediate cost of airport closures
is that travelers will have to drive longer distances to access air
routes. Over time, however, the lack of air carrier access will impinge
on communities' economic competitiveness.
The technology for zero-emission aviation exists today, and we will
see commercial hydrogen-electric service before this decade is halfway
through. Congress and the FAA have positioned the U.S. aviation system
to lead the world. Those of us pursuing sustainable aviation welcome
the opportunity to work with you to continue that leadership.
Thank you for the opportunity to speak with you today, and I look
forward to answering your questions.
Mr. Larsen of Washington. Thank you. Thank you. All the
witnesses have given us great food for thought, and we move to
questions now. And I am going to start by recognizing the chair
of the full committee, Representative Peter DeFazio.
Mr. DeFazio. Thanks, Mr. Chairman.
Ms. Bies, can Portland access the VALE program in order to
reduce its emissions?
Ms. Bies. Chairman DeFazio, thank you for that question.
No, we are in attainment, meaning that we have reduced our air
toxics----
Mr. DeFazio [interrupting]. Right, but you can't access
that program, is that correct?
Ms. Bies. Exactly----
Mr. DeFazio [interrupting]. You are not eligible.
Ms. Bies. Correct.
Mr. DeFazio. That is right?
Ms. Bies. Yes.
Mr. DeFazio. OK. I tried to correct that in H.R. 2 and want
to bring it to the attention of the committee and see if we can
do something this year to make all airports eligible, because
carbon is not an attainment issue, EPA attainment issue. It is
an overall issue in terms of climate change.
One other quick question. I was there with the President,
and someone made a presentation on your new earthquake-
resistant runway because we are anticipating a major quake in
the Northwest, and that would be our one supply route left.
Were you eligible for AIP funds for the extra costs to make
that resilient, so the Government won't have to rebuild it
after an earthquake?
Ms. Bies. We have only successfully secured funding to
complete the design at this point, not for construction.
Mr. DeFazio. OK, thank you. That is pretty damn
shortsighted, and we will see what we can do to help with that.
And then, to Val Miftakhov--did I get that right, sir? Yes?
What is the range we are talking about here? I am very
intrigued by what you are looking at, in partnership with
Alaska Airlines and United, in terms of the--you were
projecting in the not too distant future to have a commuter
aircraft, I think, 2026.
Mr. Miftakhov. That is correct. Thank you for the question.
We are projecting a 2024 or 2025 launch of a 10- to 20-seat
aircraft with our engines. In 2026 or 2027, a 50- to 70-seat
aircraft. And the partnership with United is about the regional
jets that we are looking to deploy before the end of the
decade.
Mr. DeFazio. And what would the--OK, I see that. That is
3,000 nautical miles. It didn't say for the 40- to 90-seat one,
the range. It said, UAM. I don't know what that means.
Mr. Miftakhov. Yes, so, the initial range in 2024-2025 is
about 300-400 nautical miles plus reserves. So, this is with
reasonable commercial reserves. And 2026 is 700 miles.
Mr. DeFazio. You also mentioned--I mean, obviously, now--
right now you are using what would be brown hydrogen, or even
what the industry likes to call blue hydrogen, which is still a
fossil-fuel pollutant. You mentioned green hydrogen. Is any
airport currently producing green hydrogen?
I know of one transit district in America that is cracking
water to produce hydrogen for their fuel cell buses. Are there
any airports doing anything like that, or anyone anticipating
doing anything like that?
[No response.]
Mr. DeFazio. OK, I guess we lost him there somewhere.
OK. Well, I would be interested in the answer if we can get
it at a later time.
And let's see, I think I have one other question, Mr.
Chairman. I still have a minute here. Let me go back to my
questions. Yes. I was going to ask--again, Mr. Hoback, the
microgrid.
What advice would you give to other airports on doing the
microgrid?
And again, was the microgrid AIP-eligible?
Mr. Hoback. Thank you for the great question, Chairman
DeFazio. The microgrid was not AIP eligible.
And what advice would I give to other airports? It is so
important, when planning big transformational projects like
this, to make sure that you are securing those partnerships.
The biggest thing that we saw that made our project, our
microgrid project, so successful was the tremendous local
partnerships through our public-private partnership. We didn't
put a dime of capital into building our microgrid.
So, having those partners right from the start to help come
up with the solutions that help you achieve your goals is so
very important. Thank you.
Mr. DeFazio. But again, another shortcoming of the AIP
program. I think that is the third one we have just mentioned.
So, thank you. Thanks for the work you are doing there.
Thanks to all the witnesses. This is a great hearing, and I
am looking forward to this new future for aviation.
Thank you, Mr. Chairman.
Mr. Larsen of Washington. Thank you. The Chair recognizes
Representative Graves of Louisiana for 5 minutes.
Mr. Graves of Louisiana. Thank you.
Colonel Bunce, I appreciate you being back before the
committee again. And as I covered in my opening statement, I am
a little bothered that we are not here today talking about some
of the new technology, new entrants into the market. I know
that your association represents a lot of the big names in AAM.
Can you talk a little bit about how the FAA's decision to
abandon the part 23 and go into the special aircraft category
is impacting your members' ability to move forward?
Mr. Bunce. Absolutely. As you mentioned, we passed the part
23 rewrite back in 2016, and that followed the unanimous vote
by Congress on the Small Aircraft Revitalization Act in 2013.
Since 2016, we were going forward with this process of
being able to certify these aircraft as airplanes with a
vertical capability. And even the previous FAA Administrator
announced publicly that is the way we were going in a very--
what I would consider very nontransparent process. They only
talked to just certain applicants that were the most further
advanced in the area to tell them that we were going to shift
course. They now have reversed the way we are going to certify.
So, what is the impact? We don't know, because we haven't
had the meetings with the FAA, whether we could even validate
these machines. And you know we have got to be able to validate
with other authorities to be able to fly these as global
products.
But the other thing--and I heard your frustration, as well
as Chair DeFazio's frustration--it does concern me about
rulemaking. Because in the previous path, we were going to go
under some deviations and waivers until a rule was done. Now,
if there is not going to be a delay, we have got to hold the
FAA to their word that there won't be a delay, and they have to
pass what is called an SFAR, which is Special Federal Aviation
Regulation.
Right now, if you go on the website, the agency is 50 rules
behind, and one of those is an omnibus rule with 10 rules in
it. And these are pretty significant rules. There are
cybersecurity rules that were done back in 2016. There are
rules that came out of ACSA. There are also rules on just
flight training, the way we do flight training in this country.
And so, we are now--we have created this funnel. And for us
to be able to meet the timelines we want with advanced air
mobility, something has to give. We have got to get through
this process very quickly. So, with a 2-year timeline to be
able to get these machines in the air, the FAA has a lot of
work to do. And we hope that you will help us hold them
accountable to work their processes and make some changes so
that we can get through the system.
Mr. Graves of Louisiana. Sure. And Colonel, look, we are
excited about the conveniences and the advances that the new
technology provides. But if the approval system is going to be
the throttle, then we are going to run into some pretty
significant problems in regard to being able to realize those
benefits.
Mr. Hoback, I appreciate you being here and with us today
and covering some of the efforts of the Pittsburgh Airport.
Obviously, what you are doing with the microgrid is amazing,
not just powering airport operations, but also a hotel and a
gas station. And importantly, you are producing energy onsite,
covering your own energy needs, which includes, I think, some
of the criteria we have advocated for: reliable, affordable,
clean, exportable, and secure supply chains.
Can you talk about how your strategy moving forward will be
able to facilitate some of the new technology we just discussed
with Colonel Bunce, specifically some of the charging stations
and others?
Mr. Hoback. Yes, yes, sure. Thank you so much for the
question, Ranking Member Graves.
We believe it is critically important to both be looking at
the long-term future from a renewable energy standpoint, but
also really having some transitional time to really focus on
things that we can do right now by utilizing some of the energy
resources that we have right here on the airport property.
We are very fortunate to be sitting atop the Marcellus
Shale, and have partners that are certainly providing those
natural gas resources and utilizing them in projects like our
microgrid. But certainly, looking at some of the other
opportunities that we have to utilize technology right now by
working with those partners is something that we are pursuing
right now.
Obviously, looking at the electrical vehicles and utilizing
some of that 7 megawatts of capacity to be able to support
electric-vehicle charging stations is something that we are
looking at, among many other things.
So, yes, we are absolutely looking at some of those
technologies. So, thank you very much for the question.
Mr. Graves of Louisiana. Great, thank you. I am out of
time, but I am going to submit for the record--I am very
curious about what you see as being some of the obstacles or
impediments to your ability to meet your net-zero goal. And I
would also love to hear a little bit about some of your
thoughts on price thresholds. So, I will submit that for the
record, and look forward to you all's answer.
I yield back.
Mr. Larsen of Washington. All right. I recognize myself for
5 minutes.
Mr. Plaza, your testimony referenced the lack of essential
SAF infrastructure at airports across the country. What types
of essential SAF infrastructure do airports need?
Our impression is that SAF is really a drop-in fuel. So,
what else do airports need for sustainable aviation fuel?
Mr. Plaza. Well, thank you for the question, Chairman
Larsen, and I think it is a complex topic because every airport
is different.
But fundamentally, SAF is approved for blending up to 50
percent with kerosene or petroleum jet fuel. And so, often, one
of the challenges for airports is that blending needed, and
the, sort of, the distributed tank storage that would allow for
that blend to then enter into the facility.
I think the other item that we are seeing is this ties into
resilience. And there are certain airports along the west coast
where resiliency of supply due to weather, earthquakes, and
other, sort of, challenges complement the ability to bring in
SAF blending at those regional airports.
So, infrastructure at airports is a key component for the
industry to enable these new fuels to then get to our customers
like Alaska Airlines and others.
Mr. Larsen of Washington. Ms. Ardizzone, could you address
that a little bit? You have signed an MOU with SkyNRG to
increase investment in SAF, but what does that MOU entail? And
what limitations do you see still, other than the blended--
other than the tax credit?
Ms. Ardizzone. Sure. So, related specifically to the
infrastructure, I would really like to call out a couple of
things.
Commercial scale quantities of sustainable feedback, I
think we have covered that quite a bit today; feedstock
processing and transportation facilities; facilities to convert
feedstock into SAF; facilities to blend SAF with Jet A;
confirmation that the fuel quality and environmental standards
have been met; transportation of the SAF purchased by the
airline to the airport; and receipt and deployment of blended
SAF at airports.
There is really quite a bit of infrastructure that needs to
be in place.
Mr. Larsen of Washington. How much can be used through
existing infrastructure?
I mean, right now, Jet A is delivered by refineries through
pipelines to Seattle-Tacoma International Airport, as a for-
instance.
Ms. Ardizzone. So, for one thing, we are going to need
everybody to produce SAF, not just folks that are dedicated to
new forms of biomass, but we are going to need traditional fuel
suppliers to get into the SAF business if we are going to meet
demand.
Knowing that we have an existing infrastructure today is
fantastic. We can use a lot of it. But because we will have
geographic diversity, it means we are going to have new forms
of infrastructure to supply that to airports, particularly if
we want to get to the smaller airports.
One thing I want to really call out is, to me, SAF is like
the Triple Crown. It is going to have economic advantages
because it is going to produce jobs, because we are going to
see an explosion of the market. It is going to provide energy
security. And lastly, substantial greenhouse gas emissions
reduction. So, Triple Crown.
Mr. Larsen of Washington. Thanks.
Mr. Horton, can you explain a little bit more for me--and
maybe it is in your written testimony in more detail--what you
meant by stress testing for resilience, and why that is
important?
Mr. Horton. Yes. Thank you again, Chairman Larsen.
A lot of us in the industry focus on stress testing through
tabletop exercises and other measures that are designed to
really think through how an event cascades.
What we are really looking at, when you look at modern
research or current research on resilience, there needs to be
an emphasized focus on recovering quickly and adapting to
changes. So, the stress testing is really designed to determine
how potential failures can cascade through an airport system.
We know that the airports are very complex systems, and
they have a lot of dependencies that link each component
together. So, our desire is to, again, put more emphasis on
conducting the stress testing, much like the financial industry
has seen, so that we can uncover some of those critical links.
Mr. Larsen of Washington. What would you determine are the
causes of those links breaking up, according to the tests that
you have done?
Mr. Horton. So, some of what we have seen is that our
industry has prioritized--and justifiably so--safety and
efficiency, but not really an indepth focus on resilience, on
the recovering quickly. And so, when you harden those systems
from a risk perspective, you are looking at preventing the
systems from failing, because the consequences can be
catastrophic.
But in resilience thinking, the idea is to--again, as I
mentioned before--allow you to preserve a critical function.
One of the things we learned through COVID is that the role of
the airport is continuing to increase in importance. And when
people weren't flying, we did see that we were shipping freight
and critical supplies around the world.
So, again, hardening to prevent failure is not as
beneficial as enabling resilience capabilities.
Mr. Larsen of Washington. Thanks. I will now recognize
Representative Kahele from Hawaii for 5 minutes.
Mr. Kahele. Aloha, Chair Larsen, Ranking Member Graves.
Mahalo for holding his hearing to discuss this important issue
at the Aviation Subcommittee today.
As a lifetime pilot, I also share the chair's enthusiasm
with sustainable aviation fuels.
The State of Hawaii, isolated in the middle of the Pacific,
is dependent on air travel. As a result, Hawaii is trying to do
its part by focusing on reducing its dependency on fossil fuels
and exploring various avenues to reduce greenhouse gas
emissions. Currently, nearly one-third of the energy consumed
in the State of Hawaii is used for jet fuel, which is a higher
proportion of petroleum consumption than any other energy
sector in the islands.
As the State moves towards sustainable aviation fuels, this
will allow our State to reduce fossil fuel impacts on the
environment, improve the health of the State's communities, and
provide sustainable new business opportunities. This measure
will shift the State towards sustainable aviation fuels, and I
believe develop and establish new economic opportunities,
creating jobs and establishing a sustainable aviation fuel
program in the State to fuel the large number of domestic and
international aircraft that operate and transit the Hawaiian
Islands each and every day.
My question is for Mr. Plaza. Last year, the Biden
administration launched the SAF Grand Challenge, which aims to
reduce aviation emissions by 20 percent, and produce 3 billion
gallons of SAF annually by 2030. What would your
recommendations be to help ensure this effort can support newer
SAF developers for places like Hawaii, where we have a tropical
environment?
We have and can grow an abundance of biomass feedstock. We
have the potential for hydrogen, and we need to make the
necessary investments to scale SAF production in Hawaii. How
would we do that, Mr. Plaza?
Mr. Plaza. Thank you, Congressman. I will give you a short
answer, and will follow up, certainly, with more details,
because I think you bring a really important point to the
table, how do communities like Hawaii sort of prosper in this
new area.
Fundamentally, the SAF Grand Challenge requires a
continuation of focus on tax credits, as we have talked about.
I won't belabor that point any more, other than to say there is
wide-scale support for the BTC, or the SAF blender's tax
credit. That is a key enabler.
The other component that I think is worth mentioning, which
is not necessarily in the committee's, sort of, focus, but it
is the recognition that programs like the Renewable Fuel
Standard, which support the development of clean fuels, need to
have embraced these new solutions, such as hydrogen as a source
for energy for the production of sustainable aviation fuel,
such as new feedstocks like renewable natural gas that we are
focused on. So, today, the only fuel that is approved for the
program under the RFS are crop-based fuels. And as we all
agree, those are limited in scale, and we really need to focus
on these new solutions.
So, I think Hawaii can be a meaningful participant in this
space. You do have the resources that can enable these new
technologies like companies that are here today are talking
about, whether that be sustainable aviation fuel and/or green
hydrogen. And I think it is a really exciting opportunity. But
we do need leadership and new policy, both from the tax side as
well as the regulatory side under EPA. Thank you.
Mr. Kahele. Mahalo, Mr. Plaza, and I will yield back the
remaining balance of my time.
Thank you, Mr. Chairman.
Mr. Larsen of Washington. Thank you. The Chair recognizes
Mr. Balderson of Ohio for 5 minutes.
Mr. Balderson. Thank you, Mr. Chairman. And I know the
ranking member, Mr. Graves, talked about this, but I am really
fascinated with this. So, this is for Mr. Hoback.
On your Pittsburgh International's energy production
apparatus that you have there, your airport has the world's
first microgrid that is entirely self-sufficient. What are the
changes you have seen in cost and reliability for the airport's
energy supply since implementation of onsite natural gas and
solar energy production?
Mr. Hoback. Yes, so, thank you so much for the question,
Mr. Representative.
We have seen significant changes. In the first year of
operation, we have saved over $1 million from our previous
electric bills, which is significant and amounts to over 12
percent of our total cost to operate here.
From a resiliency standpoint, we are completely off the
grid. So, the actual electrical grid is our backup power. So,
we have tested this with our partners, and it is a tremendous
opportunity for an airport like us, who relies so importantly
on maintaining power during critical operations, that we have
that type of resiliency. So, it has been a tremendous addition,
from an infrastructure standpoint, to our campus.
Mr. Balderson. OK, thank you.
Mr. Hoback. Thank you, sir.
Mr. Balderson. A followup: is it feasible? Is
implementation of a self-sufficient power grid something all
commercial airports should consider?
Mr. Hoback. We absolutely believe that it is. It is
absolutely feasible.
I mean, we do use some of the gas that we produce right
here on the property. But it is absolutely 100 percent feasible
that it would be a great addition, from a microgrid standpoint,
and to be--especially for those airports that have less
resilient power grids, for them to take control of their own
destiny by putting in something like a microgrid. Yes, sir.
Mr. Balderson. All right.
Mr. Hoback. Thank you.
Mr. Balderson. Thank you, Mr. Hoback. I will ask you one
more question.
In 2014, your airport entered into an agreement with CONSOL
Energy--it is right across the border from me, so, I am
familiar with this company--regarding natural gas production.
Can you speak to what benefits that partnership has had for the
airport and the community as a whole?
I mean, I am sure they appreciate it.
Mr. Hoback. Yes, certainly. So, that has been very
important.
If you know anything about Pittsburgh International
Airport, we were a former major hub of U.S. Airways. So, when I
started at the airport back in the year 2000, we had 21 million
passengers, most of which were connecting traffic. And then you
had 9/11, two U.S. Airways bankruptcies, and the dehubbing of
Pittsburgh. So, that led to much fewer passengers using
Pittsburgh International Airport and much less access to
capital and to capital expenditures.
So, us taking control of our own destiny, relying on some
revenue that is produced from this energy resource that is
right here on the airport property, has been critical to us
really making some transformational changes that we have made
over the last 6 or 7 years here at Pittsburgh International
Airport. So, it has been absolutely very important, frankly,
for us as an airport.
Mr. Balderson. Well, thank you very much. And thank you for
your time today.
And, Mr. Chairman, I yield back my remaining time.
Mr. Larsen of Washington. Thank you, Representative
Balderson.
The Chair recognizes Representative Mace of South Carolina
for 5 minutes.
Ms. Mace. Thank you, Mr. Chairman. In a little over a
century of the airline industry, aviation has gone from
learning to fly to learning to fly faster, and learning to fly
further, learning to fly heavier planes. And now, having over
100,000 commercial flights occurring around the world each and
every day, that is over 400 departures per hour. Aviation is at
the forefront of innovation to become--and is--one of the
safest, most reliable modes of transportation in the world
today.
I have learned a lot in my first year in Congress, learned
a lot about the aviation industry trying to become greener and
cleaner with fuels. And so, I have a few questions today for
Ms. Ardizzone.
Thank you for being here this afternoon. Aviation is a
particularly difficult transportation sector to decarbonize,
despite the incredible advances that we have had over the last
century. What else can Congress do to support the aviation and
airline industry in meeting its climate goals?
Ms. Ardizzone. Thank you very much. And I do want to again
call out the fact that we have had significant improvements
over the last couple of decades, particularly from aircraft
manufacturers and engine manufacturers.
I have called them out today, but I want to call it that
again. First and foremost, support the Sustainable Skies Act
that creates the blender's tax credit. It is really constructed
very well. It is available for the next 10 years. It makes SAF
commercially viable by accelerating production. And that, in
turn, will drive down the price by rewarding fuels with
improved environmental benefit. So, we think the way it is
structured is really smart.
Secondly, support an infrastructure grant program designed
to produce, transport, and source SAF. That is the AERO Act.
Third, expand the VALE program by allowing more airports to
participate. For example, both Seattle and Portland cannot
participate today.
Four, work to expedite regulatory approvals of new SAF
feedstocks. The current process is crushing innovation,
expansion, and capital investment.
Thank you.
Ms. Mace. Thank you. Yes, thank you. That was very
detailed, and it actually answers my second question I had this
afternoon of what else we could be incentivizing or
considering. And thank you for that detail.
If a sustainable aviation fuel market becomes more
competitive, if costs go down, quantity increases so it is more
affordable. Could you describe what is the next step after that
for the airline industry to be greener, to address climate
issues within aviation?
Ms. Ardizzone. Well, I do think it is going to take several
decades for SAF to be prevalent enough to support the industry.
But we also know we have to meet long-term obligations of
changing to, probably, some kind of energy-based or electric-
based systems.
In the meantime, we are doing everything we can to, I will
say, change the culture and operational performance of the
airline. So, one thing we have done is that we have added a
carbon emissions goal to our performance-based pay. And this
isn't just available to our leadership. It is available to all
of our frontline employees. So, everyone starts thinking, all
23,000 employees, what can we be doing every day to make sure
we reduce carbon emissions?
But long term, we believe it is important for us to start
working with and signaling to the market, particularly folks
like SkyNRG and our friends with--I am sorry--ZeroAvia--my
apologies--that are doing things to actually transform the
industry.
Ms. Mace. Thank you.
Thank you, Chairman Larsen. I yield back.
Mr. Larsen of Washington. Thank you. I will recognize now
Representative Williams of Georgia for 5 minutes.
Ms. Williams of Georgia. Thank you, Mr. Chairman. As you
mentioned earlier, we are working on a discussion draft of the
Aviation Emissions Reduction Opportunity Act, or AERO Act. Our
discussion draft builds on the Senate's AERO Act by not only
investing in sustainable aviation fuel, but also funding the
Continuous Lower Energy, Emissions, and Noise, or the CLEEN
program. It will keep our skies quieter and our air cleaner.
And I look forward to getting feedback on this discussion draft
today, and hope that all members of the subcommittee will join
us in cosponsoring it once it is introduced.
I would like to start with the CLEEN program component of
the bill, because, you all, I am deeply invested, because I
live really close to the world's busiest and most efficient
airport down in Georgia's Fifth Congressional District in
Atlanta. I live so close to the airport that I can hear the
planes fly over every 60 seconds, you all. And I hear from
constituents in the same position that I am in all the time: We
have to reduce noise pollution for our people to thrive.
Mr. Bunce, what would a substantial investment in the CLEEN
program mean for my constituents who are lying awake at night
or are awakened very early in the morning by planes flying
overhead, and how would this improve their daily lives?
Mr. Bunce. Well, thank you, Representative. We have been
working on technology to be able to make aircraft quieter for
many, many decades. And really, the proof is in the pudding. If
you look at how quiet aircraft are in this day and age versus
even 20 years ago, the improvement has been fantastic.
NextGen has helped a lot in ways to be able to have,
instead of this dive and drive type of approach, we have been
able to do continuous descent type of approaches. And your
help, along with the FAA's, in being able to push NextGen
forward has helped us with this.
Now, as we find more precise approaches, we fly over the
same spot on the ground all the time versus more diffused
flightpaths that we had previously. And of course, we know when
people see an aircraft they hear it, even though it could be
quieter. Some of the new technology that we have out there,
electrical augmentation, but also some of these new vehicles
out there are extremely quiet. And if you watched the recent
``60 Minutes'' special, they just could not even believe how
quiet some of this technology was. So, we keep working on the
cells, and the efficiency of these aircraft will help with
noise.
Also, if you look at mobility in the future--and we are
able to use some of the reliever airports--we have an
infrastructure that no other nation on the planet has. We have
over 5,000 public use airports, over 13,000 airports out there.
As we start to diffuse some of that traffic out to tertiary
airports to allow people to use those with advanced air
mobility machines and that, we will be able to reduce some of
the congestion that we see at some of our major hubs. And I
think that will help a lot, as well.
Ms. Williams of Georgia. Thank you. And now, turning to the
AERO Act's investments in sustainable aviation fuel, could you
elaborate on how much investments help us achieve a transition
to 100 percent clean energy, while also providing for growth in
the aviation industry, Mr. Bunce?
Mr. Bunce. Well, part of that AERO Act that you mentioned
that we are very excited about is that 30 percent of that also
goes towards advancing technology. So, as we look, there are
things that you can do. As we talked previously about hydrogen,
the electrification, we are learning more and more from our
engine companies about how we can go and generate more
electricity.
You use a lot of energy when you ascent an aircraft. You
have just got to have more. It is just like a rocket. You have
got to have a lot of thrust to get up there. But once you are
getting up to stable flight, you don't need as much energy. So,
if you are able to augment that with electric generation and
other technologies that we have on the horizon, it actually
reduces the amount of fuel burn. You add that to the lighter
weights that we are making all of our aircraft out there, and
you really can see some significant improvements.
So, if you look at the [inaudible] charts that represent
both on commercial and business aviation aircraft as we go past
2030 and beyond, that technology piece starts to blossom out
there because we see some of these technologies really starting
to mature and, of course, we have to have SAF blossom as well
to be able to make our net-zero goals by 2050.
Ms. Williams of Georgia. Thank you so much.
And Mr. Horton, as someone who also is a representative of
a large airport like myself, you know that achieving
environmental sustainability takes time, effort, and
investment, and intentionality. So, what extent does robust
public investment in things like sustainable aviation fuel
infrastructure accelerate the timetable for a large airport to
decarbonize?
Mr. Horton. Thank you for the question, Congresswoman. The
investments in sustainable aviation fuel are critical to enable
airlines to decarbonize.
We all know about CORSIA and the need to invest in
offsetting international emissions. However, at the airports
there are a lot of opportunities that exist. For example, we
know that we generate a lot of waste, and some of that waste
can be converted into sustainable aviation fuel. We are hoping
to see the challenges that were put up by the administration
help to bring the economics within range. The two to six times
the cost of conventional jet fuel is going to be an inhibition
to airlines from adopting and transitioning to sustainable
fuels.
So, we hope to be part of the solution. We want to
complement the efforts. We want to make sure that the enabling
infrastructure works. I know that we have tested a lot of the
partnerships and tested the strategies. We know it is a drop-in
solution, it is easy to action on. All we need to do is work on
bringing the development and the processing closer to the area
that is being used, and leverage the resources within the
region.
So, we hope to see more progress made here in the next few
years.
Ms. Williams of Georgia. Thank you.
And Mr. Chairman, I have no time to yield back.
Mr. Larsen of Washington. Thank you very much,
Representative Williams. We will now go to Representative Steel
of California for 5 minutes.
Mrs. Steel. Thank you, Mr. Chairman.
I believe the Federal Government has an important role to
play in cutting redtape where new, safe technology can be
approved, yet avoid the pitfalls of using taxpayer dollars to
pick winners and losers.
I am happy to be a member of the Quiet Skies Caucus and to
work here in Congress to help reduce noise and pollution from
air travel. I believe the best way to do this is to create a
fair playing field where innovation can flourish, and airlines,
manufacturers, and travelers can make the best choices for
their businesses and, most importantly, for the health and
well-being of their passengers and the communities in which
they operate.
Ms. Ardizzone and Mr. Bunce, in your testimonies, you
mentioned the CLEEN--C-L-E-E-N, Continuous Lower Energy,
Emissions, and Noise--program to help speed up the adoption of
technologies that will reduce aviation noise and emissions. Can
you discuss some of the progress being made toward adopting
these technologies?
Mr. Larsen of Washington. Representative Steel, could you
clarify who you are asking, please? Thank you.
Mrs. Steel. Mr. Bunce and--actually, both of them--Ms.
Ardizzone.
Mr. Larsen of Washington. Oh, OK, Mr. Bunce, OK.
Mr. Bunce. As we look toward these technologies--and I
think that, Representative Steel, you've got it exactly right--
reducing redtape and allowing manufacturers to compete on a
level playing field becomes extremely important. It doesn't
take a whole lot of Government investment just to make
processes smooth. And we are very concerned with all of the
changes at the FAA and personnel, but also all the new people
that have come on board.
There needs to be more training out there to allow us to
get through the process. Right now two of our aircraft
certification offices have gone and told the manufacturers that
go in their specific regions that to get an answer back is
going to be moved from 30 days to 90 days. Industry just can't
work like that.
So, if you put forward something like to get a project
approval or a test plan approved, to have a 90-day turnaround
is just unacceptable. One of our companies wanted to switch
from one LED landing light to another landing light. They put a
submission in--and this was an Oregon company--in September.
They didn't hear back until April. And they are almost out of
the old lights, because they can't get it through supply chain.
So, again, those types of things to allow technology to go
forward has to come with efficient processes for certification
by the regulatory authorities, and then validation and using
the bilateral safety agreements we have with other states of
design, like Europe and Canada and Brazil, to be able to
leverage the safety competencies of the other regulatory
bodies.
Mrs. Steel. Mr. Bunce, so, is there any progress being
made, or is it just not really progressing? It is kind of slow,
or instead of 30 days, it takes 90 days. How can we adopt these
technologies, and it just takes forever, how are we going to
progress after that?
[No response.]
Mrs. Steel. Mr. Bunce, you are muted.
Mr. Bunce. Sorry. We are throwing more activity at the FAA
with the addition, obviously, of advanced air mobility.
But also, just as technology is advancing we have to have
specialists, and we are competing, obviously, with the FAA in
hiring specialists. Most of our factories are down about 20
percent in engineers and 20 percent in technicians out there.
So, we have got to be smarter. Like to appeal to young people,
it was very good to see the report come out for women in
aviation recently. That gave us some tools to be able to
recruit more women into our workforce.
But we--it is getting worse. It isn't getting any better.
And whether it is between authorities on either side of the
Atlantic, or whether it is just in the FAA right now, things
are bogging down, slowing down. As I talked about that funnel,
we cannot do things without policy and guidance and
regulations. There are other industries that can. We are not
allowed to. And so, if everything has to go through this
funnel, and everything has to have legal review, it all bogs
down.
And I can give you a list of over 200 policy and guidance
areas that the FAA isn't able to issue right now, and some of
those are very important standards for us to be able to employ
this technology. So, it is very concerning.
Mr. Larsen of Washington. We will have to move on.
Mrs. Steel. Thank you so much, Mr. Bunce.
I yield back.
Mr. Larsen of Washington. Thank you very much.
I recognize Congresswoman Holmes Norton for 5 minutes.
Ms. Norton. Thank you, Mr. Chairman. I appreciate this
hearing on climate change and airports. Climate change is maybe
the most important issue of our times. My first question is for
Mr. Hoback.
I have been leading the charge here in the House to combat
climate change in surface transportation, that sector.
I notice that you said that you view natural gas as a
transitional step to move the industry incrementally. What do
you see as the next step after natural gas?
I am concerned about how long the airport industry should
rely on natural gas, given it is not a renewable resource.
Mr. Hoback. Yes. So, thank you so much for the question,
Representative Norton.
We are certainly looking long term at this problem. We are
looking at all of those renewable resources. That is why we
have invested significantly in our solar farm that we have on
the property. And we are prepared to actually double that in
size in the next year to continuously work towards additional
renewable resources.
But we also know that it is going to take them some time to
have that transition. So, we are utilizing some of the
resources that we have available to us today to significantly
reduce our impact today, like with our microgrid, like with the
reductions that we have had in the carbon footprint based on
producing all of our own electricity right on the property.
So, we think that it is very important to look at both the
long-term and the immediate impacts that we can have on this
problem that we are all facing right now.
Ms. Norton. I appreciate that.
Mr. Bunce, I am one of the chairs of the Quiet Skies
Caucus, so, I want to thank you for bringing up aircraft noise
in your testimony. It impacts the lives, of course, of our
constituents daily, affecting their sleep and their health.
Since the primary focus of our hearing today is addressing
climate impacts, do any of the current emission reduction
innovations in the aviation industry also reduce aviation
noise?
Mr. Bunce. Representative Holmes Norton, yes, I think they
do.
As we are able to go ahead and do what is called additive
manufacturing--the term that most of us are familiar with is,
basically, 3D printing. But you can do it with metal now. And
as you start to do that, and you put the layers on, you can
come up with designs that we couldn't even think about before,
because we had to put pieces and parts together. So, we not
only make it lighter, but it is also able to change total flow
control that you can have in an engine and in a cell.
So, as we go in and promulgate these new types of
technology in the aircraft, we are able to make them quieter.
And as we get more of these new production aircraft and retire
older systems, obviously we are able to go--the older hardware
is louder, and the newer ones, coupled with these new
procedures that we have, really do help. If we are able to go
and do these continuous descent type of approaches that we have
been working very closely with the FAA on promulgating, it
really does help to drive noise down.
And of course, when you do configure the aircraft, and you
put out flaps, and you put out gear and that, you do change the
noise profile, as well. So, you can do some things with
aircraft structures to be able to reduce that noise when what
we call getting dirty, putting all these extra drag devices and
slowing down the land happen. So, there is progress being made
there, as well.
Ms. Norton. Well, thank you very much.
I do have a question for Ms. Ardizzone, because in your
testimony, you mentioned that Alaska Airlines is the first
domestic airline to utilize a new software system to determine
the safest and most efficient flight plans. What is the
scalability of that software?
Could it be utilized by all major domestic airlines to
increase efficiency of flight plans?
Ms. Ardizzone. Yes, it can. We are very excited to have
partnered with the company that developed it over the last
year. We have it in place today. It is working extremely well.
It really optimizes the flightpath. So, it provides the most
efficient--so, it reduces the amount of emissions. It is also
extremely safe. I know other airlines are looking at it now. I
think another is soon to launch it.
But much like our viewpoint is on all safety-related items,
we would like to see the industry adopt it.
Ms. Norton. Thank you. My time is expired.
Mr. Larsen of Washington. Thank you. We will now turn to
Representative Johnson of Georgia for 5 minutes.
Mr. Johnson of Georgia. Thank you. I want to thank you, Mr.
Chairman, for holding this hearing. And I want to thank the
witnesses for their testimony.
Over the next few decades, climate change will affect every
part of American life: our health, our economy, and even our
geography. We must all work to avoid the steep human and
economic costs of a worsening climate crisis, and to guide the
transition to a low-carbon economy.
The Infrastructure Investment and Jobs Act provides an
opportunity for airports to make just such a transition, as
well as to mitigate some impacts of climate change. New
Government initiatives will help to ensure some of the most
harmful aviation pollutants are removed from aviation fuel.
And while the aviation industry has made substantial
progress in reducing emissions in the past, much more needs to
be done.
Over 25 years ago, lead was banned from all gasoline due to
the severe health consequences of lead exposure, especially to
young children. But despite the known dangers of lead
pollution, lead continues to be used in aviation fuel for
piston engine aircraft. This is now our country's primary
source of lead emissions.
Mr. Bunce, in your testimony you spoke of the joint
Government and industry Eliminate Aviation Gasoline Lead
Emissions, or EAGLE, initiative, which will remove lead from
piston engine aircraft fuel by 2030. The EAGLE initiative is
long overdue. And the delay begs the question, given that lead
is so toxic, why has it taken so long for aviation
manufacturers to remove the need for leaded gasoline?
Mr. Bunce. Representative Johnson, excellent question. If
you look back at the history of lead in an aircraft engine, if
you go back to World War II, it actually helped us win World
War II. We had a secret formulation that allowed the boost of
the octane up to 100 octane.
Mr. Johnson of Georgia. No doubt it has worked well in the
past for us. But, I mean, this is now 2022.
Mr. Bunce. Right.
Mr. Johnson of Georgia. It is almost 80 years since World
War II. Why has it taken so long to remove lead from piston
aircraft fuel?
Mr. Bunce. So, a piston engine is much smaller and lighter.
Remember that we can't have the weight that we have in the
automotive sector. If you don't put a couple drops of lead per
gallon in there, you have what is called detonation: an
airplane basically--and the cylinder head--explodes.
So, we have been working since 2012 on what is called the
PAFI initiative, Piston Aviation Fuel Initiative, to find an
alternative fuel. It has been very elusive, and some of the
fuels that we have come forward with have bogged down due to
some of their chemical content as we have gone into some major
robust testing.
So, now what we have done is we have partnered with the
Federal Aviation Administration on what you mentioned, the
EAGLE initiative, and we put a stake in the ground and said if
we can't find the 100 percent drop-in solution like we have
with SAF for jet fuel, we are going to have to just regulate
the lead away, and do that in a very methodical process because
there is a safety component.
We have got to remember that there are 170,000 piston
aircraft out there, and they are the first responders when we
have a national disaster----
Mr. Johnson of Georgia [interrupting]. Well, thank you. My
time is going by.
Are you and the general aviation manufacturers committed to
ensuring that the EAGLE initiative succeeds? Let me ask that
question.
Mr. Bunce. Absolutely, sir. We----
Mr. Johnson of Georgia [interrupting]. And let me ask you
what actions by Congress would you recommend to ensure success
of the EAGLE initiative?
Mr. Bunce. The funding of the program, to be able to go
ahead and allow us to do adequate testing to buy--there are
five different formulations that are out there by different
companies. We want them all to compete. We want them to be
successful. But we have got to test a lot of these fuels,
whether it is over at the FAA tech center or by an independent
testing cell.
So, support for those programs in the initiative each year
through appropriations with your colleagues there would help us
a lot.
Mr. Johnson of Georgia. OK. Well, I thank you so much.
I only have 15 seconds left, so, I will yield that back.
Mr. Larsen of Washington. Thank you, Representative
Johnson. We are going to go with Representative Titus of
Nevada.
You are recognized for 5 minutes.
[Pause.]
Ms. Titus. I wasn't expecting to be next, but thank you
very much, Mr. Chairman. I was going to ask Mr. Bunce a couple
of questions about AAM, advanced air mobility.
Next year, we are going to be facing reauthorization of the
FAA. And by then I think we will have an increased focus on
AAM, and also on unmanned systems.
Now, we have said in this committee and today and on other
days how hidebound the FAA is, and how hard it is to get them
to change things. You mentioned electric vertical takeoff and
landing, and you admonished us to provide flexibility in this
sector, especially when including both aircraft and airport
structures. So, I wonder if you would keep in mind our FAA
reauthorization, and could offer us any advice or suggestions,
either for Congress or the administration, that could help
promote continued innovation in these areas.
Mr. Bunce. Representative Titus, just some of the work that
you have done on advanced aviation infrastructure modernization
will help us there.
I mean, we do have to think about battery storage. How do
we store that energy at airports to be able to do these rapid
recharges for these types of machines, but also for the ground
electric vehicles that are out there?
So, thinking about that, of what you are already doing with
some of the acts that this committee has been very, in a
bipartisan nature, supporting us have been really helpful.
And I think, as we go toward reauthorization, that we look
at the whole sustainability picture in total, and also see what
the FAA is going to bring forward with their proposal for
reauthorization, because we have a great partnership with the
environmental side of the FAA, and we are working on those
ideas right now. We are very hopeful that the Department of
Transportation will allow the FAA to come forward with a
proposal that will have a lot of these rock solid initiatives
in it that I think that you will support very well during
reauthorization.
Ms. Titus. Well, thank you. And I was pleased to work with
our chairman, Mr. Larsen, and also Mr. Graves on that Advanced
Aviation Infrastructure Modernization Act that passed out of
our committee.
But, it is kind of a two-way street. We can get the
industry perhaps to be regulated by FAA and the things that
they need to do to be successful. What about grant programs to
local communities?
What can they do on the ground, through the State or local
governments or airport authorities, that will also help
complement our efforts?
Mr. Bunce. There are a lot of initiatives of just looking
at planning of the power grid.
We all know how difficult it is, especially in a city
structure, to dig up concrete or asphalt to be able to put in
the right type of electrical infrastructure out there. But the
other things that we do need to think about is how to monetize
electricity.
So, think about it. In today's world, a lot of airports,
they make money out of selling fuel. They add a margin on top
of that to sell it. We have got to think ahead of how they are
going to sell electric, and will that--right now, if you put
solar in some of our airports out there--and each district with
their own utility sector regulates a little differently. But a
lot of times the utility company gets the credit for being able
to sell that back. We would love to be able to see the airports
be able to take the power that they generate, whether it is
through solar or the co-generation that we have talked about
previously, and be able to monetize that, and sell it as a
profit center.
And I think that would really help our infrastructure
within the country, and then help us utilize this, as I
mentioned, something that no other nation on the planet has,
this great network of airports.
Ms. Titus. That is great, because in some of these other
fields, we have fallen behind the rest of the world because it
has taken us so long to develop the timely regulation. You
don't want to give up safety, but you don't want to also be so
regulated you can't do anything.
I know airports have a lot of flat roofs around the country
that you could take advantage of, and maybe set up some kind of
net metering program, or something with the local utilities.
Mr. Bunce. Yes, ma'am.
Ms. Titus. Well, thank you.
And I will yield back, Mr. Chairman.
Mr. Larsen of Washington. Thank you, Representative Titus.
I have some further questions for the witnesses. I want to
start with Mr. Miftakhov regarding infrastructure at airports
to support hydrogen fuel.
What is your thinking with regards to hydrogen fuel
infrastructure and support at airports?
Mr. Miftakhov. Thank you, Chairman Larsen. This is a very
important issue, of course.
This is the first question that our airline partners ask
when we go to them with our solutions. And our answer to that
is that the concentration of demand for hydrogen at the airport
is so strong that it warrants onsite production.
So, we are hoping to bring infrastructure together with our
partners like Shell aviation fuels and Shell sustainable fuels,
who is also an investor in the company, we are hoping to bring
that onsite infrastructure to all the airports, and we are
already working with a number of airports on this.
When we use renewable electricity----
[Audio malfunction.]
Mr. Larsen of Washington. All right, Mr. Miftakhov, you
froze. And so, we will just come back to you. Just hold that
thought.
Where was I? Oh, yes, Ms. Ardizzone, could you discuss your
relationship with Microsoft, the MOU you have with Microsoft,
and how that plays into the topic today?
Ms. Ardizzone. Yes, we are super fortunate to have
Microsoft in our backyard, based in Seattle, and they have a
very strong interest in being able to provide travel for their
employees that is carbon-neutral. So, I would say they are one
of the leaders out there, and we have been working with them
for, gosh, 1 or 2 years now, to try to get SAF availability.
And in particular, they are very interested in high-quality
SAF.
So, much of our discussions with SkyNRG and others have
involved Microsoft.
Mr. Larsen of Washington. To what extent? Is it just
because they provide a concentration of folks who can fly? What
is--how has it----
Ms. Ardizzone [interrupting]. Yes, so, Microsoft does a
tremendous amount of business travel, worldwide, actually, but
certainly out of the Pacific Northwest.
Gosh, I lost my thought on that.
Mr. Larsen of Washington. In terms of their role that they
play in the emissions control, or anything like that.
Ms. Ardizzone. Yes. Well, there is a lot of interest in
just having corporations help contribute to the cost of SAF,
particularly in the near term until we can get the market more
viable. So, it is extremely expensive, as I mentioned, two to
six times more than the cost of conventional jet fuel.
So, you might look at Microsoft and say they have higher
margins, certainly higher than the airline world does. And they
are in a position to really take a leadership role in making
commitments to travel using SAF.
Mr. Larsen of Washington. I see, I see.
I think we are just trying to get Mr. Miftakhov back.
Mr. Miftakhov. Yes, I am here.
Mr. Larsen of Washington. There we go, great. So, I forget
exactly where you were when you froze, but if you can just pick
up where you were.
Mr. Miftakhov. Exactly. So, on the infrastructure side,
this is very important. We are working with a number of
airports on this already, and we are expecting that the future
infrastructure on hydrogen is actually under a lot of airports'
control and will involve a lot of renewable power coming in,
possibly with--on the airport generation, like we have heard
from Pittsburgh, and generation of hydrogen onsite at the
airport so that we avoid transportation. And that can give
airports a lot of control, economic control over fuel supply.
Mr. Larsen of Washington. Let me ask perhaps a challenging
question. This for Mr. Horton or Mr. Hoback.
We have got the infrastructure to support aviation fuel.
Now we are talking about the infrastructure to support SAF. We
are talking about the infrastructure to support electric, and
now hydrogen. How is the choice going to be adjudicated?
How would the money be adjudicated? How would we decide,
like, this airport is going to put X in for electricity, but
then later discovers maybe they want to do hydrogen instead.
So, Mr. Horton, have you thought through some of those
challenges, and Mr. Hoback?
[Pause.]
Mr. Larsen of Washington. Mr. Horton first, please.
Mr. Horton. Oh, yes, sorry. Chairman Larsen, thank you for
the question.
A lot of that is driven by the type of operations that we
have. And we have to look at the availability of what resources
are within our region. So far, most of the demand we have seen
is for electric, the eVTOL aircraft, and we are preparing for
that future.
But again, as you can imagine, there is a tremendous stress
that that demand places on the grid. So, we are conscious about
the unintended consequences of adding new entrants into the
space. And so, we are hoping to plan judiciously.
Mr. Larsen of Washington. Mr. Hoback, how are you thinking
about that?
Mr. Hoback. Yes, thank you so much for the question,
Chairman Larsen.
We are thinking about the infrastructure preparation in the
form of, what are the airlines really ready to--and what are
our airline partners really ready for. That's who we work
closely with, our airline partners here at Pittsburgh to make
sure that we are providing them the infrastructure of the
future that they really need. So, that is what we are thinking
about in Pittsburgh.
Mr. Larsen of Washington. Just a moment.
[Discussion off the record.]
Mr. Larsen of Washington. I think, for me, that is good.
And we have no other Members?
OK, all right. So, I want to thank the witnesses for your
patience today. I am in a second booster fog, so, I appreciate
everyone's patience with me today, as well. I am trying to work
through the second booster.
But this has been enlightening. It has been helpful to us
on the committee, as we prepare for next year's FAA 2023
reauthorization, helping us think through the kinds of actions
and language we will need in the bill to support this work.
So, I want to thank our witnesses for their testimony. The
comments and insights have been informative and very helpful.
I ask unanimous consent that the record of today's hearing
remain open until such time as our witnesses have provided
answers to any questions that may be submitted to them in
writing.
I also ask unanimous consent the record remain open for 15
days for any additional comments and information submitted by
Members or by the witnesses to be included in the record of
today's hearing.
Without objection, so ordered.
With that, the subcommittee stands adjourned.
[Whereupon, at 4:13 p.m., the subcommittee was adjourned.]
Submissions for the Record
----------
Prepared Statement of Hon. Sam Graves, a Representative in Congress
from the State of Missouri, and Ranking Member, Committee on
Transportation and Infrastructure
Thank you, Chair Larsen and Ranking Member Graves, and thank you to
today's witnesses.
Ensuring that airports and the aviation community work together
with nearby communities and the general public is critical to the
growth of the aviation industry.
Over the years this Committee has given the FAA a number of tools
to help set performance goals and mitigate the impacts of emissions,
which is the focus of our hearing today.
Keep in mind, today's aircraft are more efficient than ever.
That is why we have seen air carrier fuel consumption decrease by
39 percent from 2005 to 2019.
It is important to remember that the FAA's primary responsibility
is as the aviation safety regulator and provider of safe and efficient
air traffic services.
Not only do we have to keep the FAA focused on these missions, but
we also have to ensure that concerns about emissions are not used as a
weapon to curtail aviation growth or shut down airports.
I look forward to hearing from our witnesses today about how we can
work to mitigate the effects of aviation emissions without compromising
American leadership in aviation safety, operations, and technology.
Thanks again, Mr. Chairman, and I yield back.
Discussion Draft, Aviation Emissions Reduction Opportunity Act
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
Statement of Airlines for America and Letter to Congressional
Leadership
Airlines for America (A4A) appreciates the opportunity to provide
written testimony regarding efforts to address climate change at U.S.
airports.
U.S. airlines have a strong climate change record and a continuing
commitment to further reduce our greenhouse gas (GHG) emissions
footprint. Prior to the pandemic, we were transporting a record 2.5
million passengers and 58,000 tons of cargo per day, driving $1.7
trillion in annual economic activity and supporting 10 million jobs,
while contributing just 2 percent of our nation's GHG emissions
inventory.
Our airlines have been able to deliver such value to the economy
while maintaining a low carbon footprint primarily due to their keen
focus on fuel efficiency, which translates directly into GHG emissions
savings. Over the past several decades, U.S. airlines have dramatically
improved fuel efficiency and reduced GHG emissions by working with
other stakeholders and investing billions in fuel-saving aircraft and
engines, innovative technologies like winglets (which improve
aerodynamics) and cutting-edge route-optimization software. As a
result, U.S. airlines improved their fuel efficiency over 135 percent
from 1978-2019, saving over 5 billion metric tons of carbon dioxide
(CO2), which is equivalent to taking more than 27 million
cars off the road on average in each of those years. Taking a more
recent snapshot, data from the Bureau of Transportation Statistics
confirm that U.S. airlines improved their fuel- and CO2-
emissions efficiency by 40 percent between 2000 and 2019.
We are proud of our record on climate change. As leaders of a
global aviation coalition, we have been committed to aggressive
emissions goals for many years. In March 2021, A4A and our carriers
announced a significant strengthening of our goals: we pledged to work
across the aviation industry and with government leaders in a positive
partnership to achieve net-zero carbon emissions by 2050. A4A carriers
also pledged to work with the government and other stakeholders toward
a rapid expansion of the production and deployment of commercially
viable Sustainable Aviation Fuel (SAF) to make 2 billion gallons
available to U.S. aircraft operators in 2030. On September 9, 2021, as
a complement to the federal government's announcement of a SAF ``Grand
Challenge,'' A4A and its members increased the A4A SAF ``challenge
goal'' by an additional 50 percent, calling for 3 billion gallons of
cost-competitive SAF to be available for use in 2030. These new goals
were adopted in the midst of the most severe economic crisis the
commercial aviation sector has ever faced, demonstrating the strength
of the airline industry's commitment to the environment and the depth
of our recognition that environmentally responsible growth is essential
to the vitality of our sector. We also recognize that federal, state
and local governments hold many of the keys to unlocking the innovation
and deployment enablers necessary to achieve additional GHG emissions
reductions. Accordingly, A4A and our member airlines commit to working
with government leaders and other stakeholders in a positive
partnership to achieve these goals.
A4A also supports broader stakeholder efforts, including those with
our airport partners. In particular, A4A continues to support expanding
electric infrastructure at airports and greener ground support
equipment.
Electrification is a well-understood and proven means of lowering
emissions for many types of airport ground support equipment (GSE) and
from aircraft while parked at gates that supply electric power.
Providing electric power at gates and deployment of electric GSE (eGSE)
requires access to reliable electric infrastructure (e.g., electric
substations, transformers, charging stations, electrified gates and
hard stands) and, in some cases, other infrastructure improvements
needed to ensure deployment of eGSE is operationally feasible. In
addition, commercially viable and operationally feasible eGSE and other
low/no-carbon GSE are not widely available in certain applications
(e.g., large cargo-loaders or push-back tractors for large, twin aisle
aircraft). Government funding to support the acquisition of such GSE
and enabling airport infrastructure would help accelerate its
deployment. Funding to support commercialization of eGSE and other low/
no-carbon GSE in more demanding applications would also be helpful.
One proven program of great importance is the Federal Aviation
Administration's (FAA) Voluntary Air Low Emissions (VALE) program. The
VALE program allows airport sponsors to take proactive steps to improve
air quality and reduce emissions in non-attainment and maintenance
areas according to the National Ambient Air Quality Standards (NAAQS).
Eligible projects under the VALE program include electric ground
support equipment like bag tugs and belt loaders; natural gas refueling
stations; electric gates at terminals; and electric preconditioned air
and ground power converter units.
As Congress considers policies to lower carbon-emitting GSE and
other necessary airport infrastructure, A4A recommends the following:
Establish a Department of Transportation (DOT)/FAA grant
program to provide funding to airlines to acquire low-carbon GSE and
install infrastructure that displaces traditional GSE;
Revise the existing FAA VALE program by striking the
statutory requirement that only airports in non-attainment and
maintenance areas would be eligible to use VALE funds for cleaner GSE,
vehicles and fuel and reduce restrictions on airline access to VALE
funds;
Amend the Diesel Emissions Reduction Act (DERA) program
to include airline non-cargo handling GSE or expand it to include, in
addition to the national and state programs, a new airport GSE-specific
program; and
Provide dedicated funding to DOE's Vehicle Technologies
Office's Clean Cities program for airline acquisition of electric or
other alternative fuel GSE and associated infrastructure.
The U.S. aviation industry has taken a leadership role in on-
airport sustainability measures, which as noted, A4A strongly supports.
However, we would be remiss not to mention the importance of
development and deployment of sustainable aviation fuel (SAF) as the
most effective tool we have in addressing the overall aviation sector
emission reductions.
Attached is a letter sent to Congressional leadership last month by
a broad coalition of aviation industry stakeholders--including
passenger and cargo carriers, clean fuel producers, engine and aircraft
manufacturers, labor unions, airports, business and general aviation,
airline passengers, trade associations and think tanks--who are
committed to decarbonizing aviation through a new, long-term,
technology and feedstock-neutral tax incentive for SAF. We believe the
most important action Congress can take to support the decarbonization
of the aviation sector is to enact a blender's tax credit specifically
aimed at incentivizing the production and use of SAF and appreciate the
Committee's consideration of this topic as a component of the overall
hearing.
Attachment: Letter to Congressional Leadership
April 22, 2022.
The Honorable Nancy Pelosi,
Speaker of the House,
U.S. House of Representatives, 1236 Longworth House Office Building,
Washington, DC 20515.
The Honorable Charles Schumer,
Senate Majority Leader,
U.S. Senate, 322 Hart Senate Office Building, Washington, DC 20510.
The Honorable Richard Neal,
Chairman,
House Committee on Ways & Means, U.S. House of Representatives, 1102
Longworth House Office Building, Washington, DC 20515.
The Honorable Ron Wyden,
Chairman,
Senate Committee on Finance, U.S. Senate, 219 Dirksen Senate Office
Building, Washington, DC 20510.
Dear Speaker Pelosi, Majority Leader Schumer, Chairman Neal, and
Chairman Wyden:
As a broad coalition of aviation industry stakeholders--including
passenger and cargo carriers, clean fuel producers, engine and aircraft
manufacturers, labor unions, airports, business and general aviation,
airline passengers, trade associations, and think tanks--committed to
decarbonizing aviation, we write to express our strong support for a
new, long-term, technology- and feedstock-neutral tax incentive for
sustainable aviation fuel (SAF). We believe the most important action
Congress can take to support the decarbonization of the aviation sector
is to enact a blender's tax credit specifically aimed at incentivizing
the production and use of SAF.
SAF is a low-carbon, drop-in replacement for conventional jet fuel
derived from biomass or other sustainable feedstocks, including wastes
and residues, cellulosic feedstocks, waste gases, and captured
CO2. SAF can reduce lifecycle greenhouse gas (GHG) emissions
by 80 percent or more compared to fossil jet fuel, while also
significantly reducing conventional emissions like particulate matter
and improving air quality and public health.
SAF is widely considered to be the most critical driver of aviation
decarbonization, as electrification and other advanced propulsion
technologies are currently infeasible for the medium- and long-haul
flights that account for the vast majority of aviation's GHG emissions.
With aviation's reliance on liquid fuels continuing for the coming
decades, the Administration's Aviation Climate Action Plan and SAF
Grand Challenge appropriately recognize the need to rapidly scale the
SAF industry this decade. Doing so will enable the Administration's
goal of 3 billion gallons of SAF by 2030 and 100% SAF by 2050,
representing an estimated 35 billion gallons.\1\ As outlined in the
Grand Challenge, a SAF tax credit is the foundation of the
Administration's whole-of-government approach to building a domestic
SAF industry and leading the energy transition for the global aviation
industry. Indeed, last week President Biden stressed the importance of
SAF and reiterated his support for a SAF tax credit to enable a zero-
carbon aviation sector in 2050.\2\
---------------------------------------------------------------------------
\1\ https://www.faa.gov/sites/faa.gov/files/2021-11/
Aviation_Climate_Action_Plan.pdf;
https://www.whitehouse.gov/briefing-room/statements-releases/2021/
09/09/fact-sheet-biden-administration-advances-the-future-of-
sustainable-fuels-in-american-aviation/
\2\ https://www.whitehouse.gov/briefing-room/speeches-remarks/2022/
04/12/remarks-by-president-biden-on-lowering-energy-costs-for-working-
families/
---------------------------------------------------------------------------
Our organizations share the Administration's goal of rapidly
scaling the SAF industry to enable aviation decarbonization. The SAF-
specific blender's tax credit of $1.50 to $2.00 per gallon that was
introduced in the Sustainable Skies Act (H.R. 3440/S. 2263) would
promote and accelerate investment in the nascent domestic SAF industry
while upholding rigorous environmental standards and ensuring that
fuels that achieve the greatest reduction in emissions are eligible for
the greatest tax incentive.
We believe Congress should address several principles as it
considers a SAF tax credit. First, the value of the credit should be
sufficiently robust to both eliminate significant existing SAF
production disincentives as well as encourage rapid investment in the
sector. Second, so as not to unintentionally create new disincentives
for SAF, the same lifecycle GHG emissions models should be used for all
fuels to determine environmental benefits. Finally, Congress should
apply equivalent environmental criteria, including minimum lifecycle
GHG emissions thresholds, to all transportation fuels.
SAF is of critical importance to the aviation sector, and the SAF
blender's tax credit is an important foundational policy to establish a
new domestic SAF industry and create tens of thousands of jobs. It is
imperative that we act today to ensure that our energy sources are
cleaner, more sustainable, and more secure. Our organizations stand
ready to work with Congress to ensure we meet our shared goal of a net-
zero aviation industry by 2050. Thank you for your leadership and
consideration.
Sincerely,
Aerospace Industries Association.
Airbus.
Air Company.
Aircraft Owners and Pilots Association.
Airline Passenger Experience Association.
Air Line Pilots Association.
Airlines for America.
Airports Council International- North America.
Air Transport Services Group.
Alaska Airlines.
Alder Fuels.
Algae Biomass Organization.
American Airlines.
American Association of Airport Executives.
American Express Global Business Travel.
Association of Flight Attendants-CWA.
Atlas Air Worldwide.
Avfuel.
Biotechnology Innovation Organization.
The Boeing Company.
Bombardier.
Boom.
Business Aviation Coalition for Sustainable Aviation Fuel.
Carbon Engineering.
Cargo Airline Association.
Cincinnati/Northern Kentucky International Airport.
Delta.
DHL.
Embraer.
FedEx Express.
Fulcrum BioEnergy.
GE Aviation.
General Aviation Manufacturers Association.
Gevo.
Global Business Travel Association.
Green Plains.
Growth Energy.
Gulfstream.
Hawaiian Airlines.
Helicopter Association International.
Honeywell.
Infinium.
International Air Transport Association.
International Flight Services Association.
JetBlue.
LanzaJet.
LanzaTech.
Marquis Sustainable Aviation Fuel.
National Air Carrier Association.
National Air Transportation Association.
National Association of State Aviation Officials.
National Business Aviation Association.
Neste.
NetJets.
NetJets Association of Shared Aircraft Pilots.
Port of Portland.
Port of Seattle/Seattle-Tacoma International Airport.
Pratt & Whitney.
Red Rock Biofuels.
Regional Airline Association.
Renewable Fuels Association.
Rolls Royce.
San Francisco International Airport.
Shell Aviation.
Signature Aviation.
SkyNRG Americas.
Southwest Airlines.
Southwest Airlines Pilots Association.
Third Way.
Travelers United.
United Airlines.
United Parcel Service.
U.S. Travel Association.
Velocys.
VeriJet.
World Energy.
World Fuel Services.
Statement of Ed Bolen, President and Chief Executive Officer, National
Business Aviation Association
Chairman Larsen, Ranking Member Graves, and members of the
Subcommittee on Aviation thank you for holding this hearing to address
and build upon the impressive sustainability efforts underway at our
nation's airports. On behalf of the National Business Aviation
Association's (NBAA's) 11,000-member companies, we are pleased to
provide this statement for the record.
NBAA's members, many of which are small businesses, rely on
business aircraft to meet some portion of their transportation
challenges. Business aircraft provide connectivity to communities in
nearly every Congressional district, many of which are not served by
commercial airlines. While the airlines serve only around 500 airports,
business aviation can reach 5,000. The general aviation industry
supports 1.2 million American jobs and $247 billion in economic output.
Through the Business Aviation Commitment on Climate Change, our
industry has pledged to achieve net-zero CO2 emissions by
2050. This goal builds on our proven track record of leading the way on
fuel-saving technologies from winglets to highly efficient engine
technology and advanced avionics. To achieve our 2050 goal, business
aviation is making significant investments in zero-emission electric
aviation, sustainable aviation fuel (SAF), optimizing GPS technology to
fly the most direct and efficient routes and utilizing sustainable
infrastructure at airports. These initiatives will lead to a
sustainable future for business aviation while maintaining the jobs our
industry provides to American workers.
Through programs such as NBAA's Sustainable Flight Department
Accreditation Program, which has a specific focus on infrastructure and
ground support equipment, business aviation is taking measurable steps
to address climate change at U.S. airports. This comprehensive
accreditation program will stimulate, document, and audit how operators
are making widespread investments and progress towards a carbon-neutral
future. For airport operations, participants will work towards
measurable reductions in CO2 emissions through the
modernization of hangars and other facilities, concentrating on reduced
electric and water consumption. In addition, the program focuses on
ground vehicles that support business aviation, such as aircraft tugs.
To achieve the CO2 reduction goals through the
accreditation, operators will make investments in electric-powered
ground support vehicles or utilize more sustainable fuel sources.
Expanding SAF Availability and Utilization
As a drop-in fuel, SAF is a low carbon synthetic jet fuel derived
from sustainable feedstocks, which is available now but not at the
levels to meet demand. With SAF able to reduce lifecycle greenhouse gas
emissions by up to 80% compared to conventional jet fuel, significantly
scaling up production is critical to achieving emissions reduction
goals under programs like NBAA's Sustainable Flight Department
Accreditation.
NBAA and our coalition partners in the Business Aviation Coalition
for Sustainable Aviation Fuel, continue to educate the airport and
operator community about the benefits of SAF, which has led to broad
acceptance and demand for the fuel. For example, NetJets, one of the
largest operators of business aircraft, has committed to purchasing 100
million gallons of SAF over the next ten years. Signature Flight
Support, the world's largest chain of Fixed Based Operators, has SAF
available at a growing list of general aviation airports and has
supplied more than 6 million gallons of renewable fuel since 2020.
While these are impressive accomplishments, the SAF market is still
in a nascent stage and requires a long-term, technology- and feedstock-
neutral tax incentive to meet growing demand. We appreciate the
Subcommittee's leadership in supporting H.R. 3440, the Sustainable
Skies Act, and want to underscore that a blender's tax credit
specifically aimed at incentivizing the production of SAF is the most
important action that Congress can take to support decarbonization of
the aviation sector. The Administration's Aviation Climate Action Plan
and SAF Grand Challenge also recognize the need to rapidly scale the
SAF industry this decade. Policies like the blender's tax credit are
crucial to achieving the Administration's goal of 3 billion gallons of
SAF by 2030 and 100% SAF by 2050, representing an estimated 35 billion
gallons. With aviation being one of the most challenging transportation
sectors to decarbonize, building a thriving domestic SAF industry is
crucial to our energy security and will put airports and operators on a
path to achieving their shared sustainability goals.
Investing in Sustainability at General Aviation Airports
Across our nation's diverse system of general aviation airports,
business aircraft operators and airport management are investing in a
more sustainable future. For NBAA members participating in our
Sustainable Flight Department Accreditation program, investments in
emerging technologies, alternative fuels, building efficiency and
resiliency, and employee training are underway to reduce CO2
emissions at their airport facilities. Beyond the 10% CO2
reduction over their baseline accreditation year, on a path to net-zero
carbon emissions by 2040, program participants will need to provide
information in a sustainability strategy document addressing their
short and long-term goals.
This strategy is leading to significant investments at airports.
For example, a leading air charter operator in California has completed
the installation of a 500-kilowatt solar array covering approximately
30,000 square feet of roof space. This project will offset the
equivalent of 530 metric tons of CO2. Also, in California, a
well-respected flight department is committed to being net-zero
emissions as a company by the end of 2022 and carbon neutral by the end
of this year 2021. To help achieve these goals, the company will also
utilize all-electric vehicles and aircraft ground power units.
In addition to its leadership on SAF, Signature Flight Support
recently completed its 29th LEED certified construction project at the
Atlanta Hartsfield-Jackson International Airport. The company is
pivoting to the use of biodiesel to power its vehicles and increasing
its electric-powered ground service equipment across its fleet.
Independent FBOs, such as Gary Jet Center in Chicago, are also
committed to sustainability by constructing a new facility to LEED
standards.
As sustainable technologies for airports and ground support
equipment advance, the business aviation community is committed to
being a leader and early adopter. Our broad industry goal for net-zero
emissions by 2050 and more detailed goals for Sustainable Flight
Department Accreditation participants provide a measurable framework
for emissions reductions. Our airport partners are a crucial part of
the equation. Through forums such as the Business Aviation Coalition
for Sustainable Aviation Fuel, we have the framework to decarbonize the
aviation sector together.
Leading in Electric Aviation and Advanced Air Mobility
Electric aviation and Advanced Air Mobility (AAM) represents the
next generation of air transportation in the United States. Through
electrification and next-generation battery technology, AAM will
advance the nation towards sustainable, zero-emission aerospace and
open new transportation opportunities to move people between and within
urban, suburban, and rural areas. AAM has the potential to directly
connect communities that legacy infrastructure investments may have
left behind. The technology will improve mobility, leverage existing
public transportation systems, create workforce opportunities, reduce
congestion, and support emissions reductions. AAM has the potential to
create nearly 300,000 jobs and become an annual $115 billion market by
2035.
General aviation airports will be an essential part of electric
aviation's future. Companies like ZeroAvia, Ampaire, and Tencam are
developing all-electric or hybrid-powered aircraft that will have zero
emissions and drastically reduced noise and frequently operate at
general aviation airports. These same airports will also support AAM
operations as they are often located closer to communities and provide
the existing infrastructure that can readily support electric aviation.
In a 2020 Electric Aircraft Feasibility Study, the State of Washington
identified its 124 general aviation airports as ideal locations for
charging infrastructure. The study also analyzed infrastructure at each
general aviation airport and found that 72 airports are currently well
situated to support electric aviation operations.
A vital element of the push to expand AAM will be the large-scale
rollout of charging infrastructure for these electric aircraft,
especially charging facilities at existing airports. Without the
necessary charging infrastructure in place, it is difficult for private
businesses and individuals to be confident enough to switch to cleaner,
electric aviation. We have seen a similar dynamic with the transition
to electric vehicles in automobiles, and policymakers have responded
appropriately by providing tax incentives for businesses and
individuals to install EV charging stations.
The Alternative Fuel Vehicle Refueling Property Tax Credit (section
30C of the Internal Revenue Code) allows for a 30% tax credit for the
cost of any qualified alternative fuel vehicle refueling property,
which includes electric vehicle charging stations and hydrogen
refueling stations. Recognizing the challenges posed by climate change
and the need to accelerate the transition to a decarbonized future, the
Administration and Congress have released proposals to enhance and
extend the section 30C tax credit for EV charging stations.
NBAA and our AAM Roundtable support a simple technical change to
modernize the section 30C tax credit to ensure that the critical
investments necessary for AAM, or electric aviation, charging
infrastructure are covered and similarly deployed. Leveraging private
investment with an expanded Sec. 30C tax credit is key to the
successful rollout of charging stations for electric aviation across
our existing network of more than 5,000 public-use airports.
Finally, thanks to the dedication of Chair Larsen, Ranking Member
Graves, and their committed staff, we are proud that H.R. 6270, the
Advanced Aviation Modernization Act, was approved by the full
Transportation & Infrastructure Committee. The AAIM Act authorizes
funding to plan for and eventually build critical new AAM
infrastructure by leveraging existing public transportation facilities
to support AAM operations and fostering engagement programs to
introduce the latest technologies to diverse communities. This
legislation, which has nearly 30 bi-partisan co-sponsors, will position
the United States to maintain its global leadership in aviation while
providing the tools to create thousands of new green jobs for our
skilled aviation workforce.
Conclusion
This hearing and similar discussions with policymakers are critical
because they bring together aviation stakeholders around solutions for
a sustainable future. The United States has a general aviation airport
network second to none, and these facilities are rapidly embracing
emissions reductions and a more sustainable operating model. Equally
important is that general aviation airports will support electric
aviation by providing locations for charging infrastructure and
connecting AAM to communities.
We look forward to engaging with the Aviation Subcommittee on
policy solutions, such as the SAF blender's tax credit and AAIM Act
that provide the tools for aviation's sustainable future.
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