Delta Airlines 2014 Annual Report Download - page 14

We seek to minimize the impact of greenhouse gas emissions from our operations through reductions in our fuel consumption and other efforts and
have realized reductions in our greenhouse gas emission levels since 2005. We have reduced the fuel needs of our aircraft fleet through the retirement
of older, less fuel efficient aircraft and replacement with newer, more fuel efficient aircraft. In addition, we have implemented fuel saving procedures
in our flight and ground support operations that further reduce carbon emissions. We are also supporting efforts to develop alternative fuels and efforts
to modernize the air traffic control system in the U.S., as part of our efforts to reduce our emissions and minimize our impact on the environment.
Noise . The Airport Noise and Capacity Act of 1990 recognizes the rights of operators of airports with noise problems to implement local noise
abatement programs so long as such programs do not interfere unreasonably with interstate or foreign commerce or the national air transportation
system. This statute generally provides that local noise restrictions on Stage 3 aircraft first effective after October 1, 1990, require FAA approval.
While we have had sufficient scheduling flexibility to accommodate local noise restrictions in the past, our operations could be adversely impacted if
locally-imposed regulations become more restrictive or widespread. In addition, foreign governments may allow airports to enact similar restrictions,
which could adversely impact our international operations or require significant expenditure in order for our aircraft to comply with the restrictions.
Refinery Matters . Monroe's operation of the Trainer refinery is subject to numerous environmental laws and extensive regulations, including those
relating to the discharge of materials into the environment, waste management, pollution prevention measures and greenhouse gas emissions.
Under the Energy Independence and Security Act of 2007, the EPA has adopted Renewable Fuel Standards (“RFS”) that mandate the blending of
renewable fuels into gasoline and on-road diesel (“Transportation Fuels”). Renewable Identification Numbers (“RINs”)
are assigned to renewable fuels
produced or imported into the U.S. that are blended into Transportation Fuels to demonstrate compliance with this obligation. A refinery may meet its
obligation under RFS by blending the necessary volumes of renewable fuels with Transportation Fuels or by purchasing RINs in the open market or
through a combination of blending and purchasing RINs. Because the refinery operated by Monroe does not blend renewable fuels, it must purchase its
entire RINs requirement in the secondary market or obtain a waiver from the EPA.
Other Environmental Matters . We had been identified by the EPA as a potentially responsible party (“PRP”) with respect to certain Superfund
Sites, and entered into consent decrees or settlements regarding some of these sites. Our alleged disposal volume at each of these sites was small or
was considered de minimis when compared to the total contributions of all PRPs at each site.
We are aware of soil and/or ground water contamination present on our current or former leaseholds at several domestic airports. To address this
contamination, we have a program in place to investigate and, if appropriate, remediate these sites. Although the ultimate outcome of these matters
cannot be predicted with certainty, we believe that the resolution of these matters will not have a material adverse effect on our consolidated financial
statements.
We are also subject to various other federal, state and local laws governing environmental matters, including the management and disposal of
chemicals, waste and hazardous materials, protection of surface and subsurface waters and regulation of air emissions and aircraft drinking water.
Civil Reserve Air Fleet Program
We participate in the Civil Reserve Air Fleet program (the “CRAF Program”), which permits the U.S. military to use the aircraft and crew
resources of participating U.S. airlines during airlift emergencies, national emergencies or times of war. We have agreed to make available under the
CRAF Program a portion of our international aircraft during the contract period ending September 30, 2015. The CRAF Program has only been
activated twice since it was created in 1951.
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