Two Ivy League financial experts say that a program for global stratospheric aerosol injection (SAI), also known as chemtrails, could be implemented by spending $2.5 billion for airline-size tankers that would emit sulfate particles into the sky, making 4,000 flights per year. -GEG
Summary by JW WIlliams
A new research paper on financing geoengineering, Environmental Research Letters, proposes stratospheric aerosol injection (SAI) supposedly to fight against ‘global warming’. The technique involves launching sulfate particles into the Earth’s lower stratosphere at altitudes up 12 miles high using an airliner-sized tanker. They estimated that 4,000 flights would be required the first year, at a cost of $2.25 billion per year over the first 15 years of deployment.
The researchers named on the paper are Wake Smith and Gernot Wagner. Smith is a partner in a private-equity firm and specializes in buy-outs in the field of commercial aviation, and he teaches an undergraduate finance course at Yale. Wagner, who has a PhD in political economy and government, is the co-director of Harvard’s Solar Geoengineering Research Program, and is part of the David Keith Group. He served as an economist at the Environment Defense Fund from 2008 to 2016; the EDF is a radical leftist group that pushes Agenda 21, Sustainable Development policies and also the myth of global warming.
Smith and Wagner warn that the program will be difficult to keep secret. They state at the end of the report that the impact of SAI is global in effect, and is “not a precision weapon.” They wrote that, if SAI is used solely for local gain, it could trigger substantial negative global spillovers.
We review the capabilities and costs of various lofting methods intended to deliver sulfates into the lower stratosphere. We lay out a future solar geoengineering deployment scenario of halving the increase in anthropogenic radiative forcing beginning 15 years hence, by deploying material to altitudes as high as ~20 km. After surveying an exhaustive list of potential deployment techniques, we settle upon an aircraft-based delivery system. Unlike the one prior comprehensive study on the topic (McClellan et al 2012 Environ. Res. Lett. 7 034019), we conclude that no existing aircraft design—even with extensive modifications—can reasonably fulfill this mission. However, we also conclude that developing a new, purpose-built high-altitude tanker with substantial payload capabilities would neither be technologically difficult nor prohibitively expensive. We calculate early-year costs of ~$1500 ton−1 of material deployed, resulting in average costs of ~$2.25 billion yr−1 over the first 15 years of deployment. We further calculate the number of flights at ~4000 in year one, linearly increasing by ~4000 yr−1. We conclude by arguing that, while cheap, such an aircraft-based program would unlikely be a secret, given the need for thousands of flights annually by airliner-sized aircraft operating from an international array of bases.