Energy Efficiency-The Overlooked Energy Resource

PARADOX: “I am the wisest man alive, for I know one thing, and that is that I know nothing.” -- Plato, The Republic

Energy Efficiency-The Overlooked Energy Resource (https://www.intechopen.com/online-first/80281) is the title of a chapter in a book published by Intech. Significance: it is authored by Saudi Aramcons Ali Al-Qahtani, Zeeshan Farooq and Sami Almutairi

It is a well-informed and well written, detailed description of the energy efficiency initiatives implemented all up and down the energy supply chain in Saudi Aramco.

It is worth remembering, however, that energy use never decreases. So, as laudable as is the effort to increase energy efficiency, energy efficiency does not translate into carbon reduction. In fact, it may be that the more successful energy efficiency efforts are, the more energy is used, leading to a greater climate impact. The Jevons Paradox encapsulates this conundrum.

This does not mean, however, that we should not find ways to increase energy efficiency. I recommend that you read the full text of the chapter, made available under open access by IntechOpen.

Details on the Energy Efficiency-The Overlooked Energy Resource chapter appear below.

TIP: Google® Jevons paradox
One result …

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Front. Energy Res., 04 April 2018 | https://doi.org/10.3389/fenrg.2018.00026
Unraveling the Complexity of the Jevons Paradox: The Link Between Innovation, Efficiency, and Sustainability
Mario Giampietro 1,2* and Kozo Mayumi 3
    1 Institut de Ciència i Tecnologia Ambientals, Universitat Autònoma de Barcelona, Bellaterra, Spain
    2 Institució Catalana de Recerca i Estudis Avançats, Barcelona, Spain
    3 Faculty of Integrated Arts and Sciences, Tokushima University, Tokushima, Japan
The Jevons Paradox states that, in the long term, an increase in efficiency in resource use will generate an increase in resource consumption rather than a decrease. Understanding the nature of the Jevons Paradox is important in relation to the Sustainable Development Goals because it challenges the narratives behind sustainable energy policies striving for improvements in energy efficiency. Indeed, the Jevons Paradox has generated an intense debate in the field of sustainability science among scientists attempting to prove or disprove its validity
Read the full text at: https://www.frontiersin.org/articles/10.3389/fenrg.2018.00026/full

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Energy Efficiency-The Overlooked Energy Resource
by Ali Al-Qahtani, Zeeshan Farooq and Sami Almutairi
Published: February 14th, 2022
DOI: 10.5772/intechopen.101835
IntechOpen
Edited by Dr. Muhammad Wakil Shahzad

Abstract
The objective of this chapter is to draw the attention of government policy makers internationally to a strategy for alleviating global warming through proven cost-effective energy efficiency measures. The Saudi Arabian government has embraced the approach with demonstrable success over the past 20 years, with rates of return on investments averaging more than 25%. Even though Saudi Aramco is the National Oil and Gas company, the company takes the threat of climate change to the world’s economies very seriously and initiated programs for, systematically and responsibly, transition to less-polluting energy sources. Primarily, the chapter will define the supply chain components of Saudi Arabia’s energy sector and explain the existing conditions and efficiencies of each of its components. It analyzes the existing energy management framework and its achievements, as well as its current and forthcoming commitments, status, and updates. It will also explain the vital equipment, systems, and processes in the supply chain, with possible energy efficiency improvement gaps based on existing literature/Energy Assessment Reports conducted by Saudi Aramco professionals in numerous industrial facilities. The chapter will pinpoint the highest achievable efficiencies areas in major systems, processes, or equipment and discusses its impact on the primary energy fuels and green house gas (GHG) emission reduction.

Author Information
    Ali Al-Qahtani, Saudi Aramco, Dhahran, Saudi Arabia
    Zeeshan Farooq, Saudi Aramco, Dhahran, Saudi Arabia
    Sami Almutairi*, Saudi Aramco, Dhahran, Saudi Arabia
*Address all correspondence to: sami.almutairi.1@aramco.com

1. Introduction
Oil and gas are the world’s most used energy sources based on the share of each source of global energy consumption. More than half of the global energy demand is fulfilled by oil and gas, as shown in Figure 1 [1]. The production of these primary energy fuels (oil and gas) involves them going through various stages of processing before it is used directly in the vehicle or converted to electricity in the power plant for other end-users. It can be characterized as a typical supply chain, which is defined as a complex structure of supply facilities linked together in order to serve end customers, collectively called the “supply chain” network. In the present context, it can be referred to as the energy supply chain. The main objective of the energy supply chain is to deliver crude oil, natural gas, and refined products safely and economically to customers. These energy supply chain networks are subject to various losses in primary energy (oil & gas) as well as secondary energy (electricity), some of which are unavoidable while some are not. Improvements in the overall efficiency of the energy supply chain certainly result in enhanced profit margins and mitigated environmental impacts. Consequently, a comprehensive strategy to develop efficient energy supply chain network is inevitable.

The Kingdom of Saudi Arabia (KSA) is among the top crude oil producing and exporting countries in the world as well as one of the major producers of natural gas. KSA has invested heavily to improve the overall efficiency of its energy supply chain and demonstrated an approach that is driving the business towards excellence with a noticeable improvement in the preservation of the livable environment. To identify the most significant opportunities for increasing energy efficiency and reducing energy losses, it is vital to determine where and how energy is used—how much is used, where are the losses—how much is lost, where energy losses could potentially be recovered or reduced, and to what extent. Figure 2 shows an overall picture of KSA’s Energy flow, as a Sankey diagram, represents KSA’s total production, consumption, and exports [2]. It will aid the understanding of overall energy usage that occurs from source to end-user in KSA’s energy supply chain and consequently provides insights to identify areas of improvement and overall efficiency enhancement. Figure 2 [2] clearly establishes KSA as the leading oil exporter, however, the main emphasis here is about understanding the energy flow and the overall efficiency of the energy supply chains. There are certainly energy consumptions as the energy flows from sources to end-users, but a reduction in the amount of energy used to process and deliver it to the final users have greater implications as it will improve the performance as well as save the product i.e., energy, which will eventually be added to the product. Even though some losses occur at every stage in the energy supply chain, it is evident from Figure 3 that a significant energy loss occurs at power generating stations.

From an overall efficiency improvement standpoint, primary energy is the best place to look at for energy use as well as for losses. As illustrated in Figure 3, a typical industrial pumping system utilizes only 10% of the primary energy resources, if pumping is considered to be the end-use of the energy from the primary energy sources and typical losses for all components in the supply chain is considered. Energy “footprints” could be created for all users, illustrating energy flows along the utility supply chain from energy sources to an industrial end-user based on which energy use, loss, and opportunities analysis shall be conducted to prioritize efforts to improve the overall efficiency of the energy supply chain.

To establish the effectiveness of the policy framework of overall efficiency enhancements for the energy supply chain, it is essential to evaluate macroeconomic benefits from such an approach. It is a very common and well-established causality relationship between energy consumption and gross domestic product (GDP). The ratio of energy use to GDP indicator is referred to here as “aggregate energy intensity” or “economy-wide energy intensity”. Economic-wide energy intensity is measured by dividing the cumulative energy consumption requirement of a particular region by its GDP. Its trend indicates the general relationship of energy consumption to economic development and provides a rough basis for projecting energy consumption and its environmental impacts on economic growth. It estimates the absolute amount of energy needed to generate a single unit of gross domestic product. GDP is represented at a consistent exchange rate and an increasing parity of power to exclude inflation, which influences and indicates the diversity of energy consumption and general energy price levels in the real economic scenario. The economic-wide energy intensity and GDP of some major countries are shown in Figures 4 and 5 respectively [3, 4]. The trend for the USA shows that even though the GDP is growing, energy consumption is declining. Most of this is due to a shift away from low-margin energy-intensive manufacturing to more profitable financial and IT services, not due to better energy efficiency. A similar profile can be observed for Germany. In KSA however, it appears that energy consumption is rising faster than GDP till the year 2010 which reflects energy inefficiency in the energy supply chain including end-users inefficiency.

It is important to have a look at the energy consumption in different sectors to improve the energy scenario and provide recommendations to meet the country’s goal of rational energy consumption patterns. According to the Saudi Energy Efficiency Center (SEEC), 90% of domestic energy consumption in Saudi Arabia is consumed by the construction, transport, and industry sectors [6]. The industrial sector consumed 47%, the construction sector consumed 29%, while the transportation sector’s consumption was about 14% of the country’s primary energy in 2017 [5, 6].

Figure 6 shows trends of energy consumption in different sectors from the year 1990 to 2014 [7], indicating a sharp rise in industrial and building sectors. The trends with inference from GDP (Figure 7) movement suggest that energy consumption is increasing as a result of economic activity without any improvement in the consumption patterns. Consequently, energy efficiency policies need to be developed with an emphasis on the three most energy-intensive sectors i.e., industrial, transport, and building sectors.

The best way to improve energy productivity as a way forward for the Kingdom’s strategy would build on the competitive advantages by enabling a strong and energy-efficient industrial sector. As for the other two sectors i.e., transport and building sectors, they need more regulatory and behavioral improvements. For example, given the low energy prices in the Kingdom, it is difficult to invest in energy-efficient home appliances (AC units, refrigerators, or efficient lightings) to improve buildings’ energy performance. Similarly, for transport, fuel-efficient vehicles will not be preferred by the masses if the gasoline prices are very low. It is obvious that there will be very little to no incentive for owners to invest in energy efficiency. Consequently, this will likely remain an issue, till the energy price regulation/reforms are fully implemented. However, when we see the supply side of these sectors, it is part of the energy supply chain i.e., part of the industrial sector, thus these sectors have a unique feature, where its boundaries are not completely dictated by its sector but by other sectors too. If the benefits from avoided energy consumption or improved efficiency in the supply side (power plant) which resulted in the avoidance of the new electricity generation facility, are considered, energy efficiency investments seem highly cost-effective.

In common with other parts of the energy sector transformation, it is important for actions to be based on an integrated strategy with clear goals. Energy efficiency and other demand-reduction measures will need to be analyzed together with supply expansions to find the best balance in terms of both service delivery and costs. It is critical to ensure that the opportunities offered by new digital technologies are fully utilized to enhance the efficient interaction of ever-more integrated energy system supply and demand elements. The system is first modified to use energy in a more effective manner, more energy efficiency opportunities are readily available to meet the emissions targets, within the given time frame. Moreover, it will have positive effects on energy transition as it will minimize demand and result in a lesser number of needed renewable/green energy installations. However, energy efficiency measures often need policy support to be implemented and strategies must address the main barriers to the adoption of energy efficiency measures and promote structural and behavioral changes. Furthermore, they must be considered across different sectors and areas, for instance, buildings, transport, and industrial sectors.

To address the global agenda of enhancing energy productivity, KSA’s vision 2030 program has identified and addressed many areas in which energy efficiency can be improved significantly and cost-effectively. One of the outcomes of KSA’s vision 2030 program is the Saudi Energy Efficiency Center (SEEC), which has taken wider initiatives to address national energy efficiency improvement and carbon emissions. It is functional from the inception of the year 2010. In 2012, SEEC launched a national program to raise energy efficiency in the Kingdom, using initiatives designed according to local market potential, by involving all stakeholders (government, companies, and the public). The program focuses on three key sectors (buildings, transport, and industry), which consume about 90% of the total energy in the Kingdom [5]. The program developed the factors and possible supporting mechanisms to boost its activities.

The program was launched as a dedicated system for energy efficiency improvements, to ensure the implementation and enforcement, including a mechanism to update when necessary, with an executive committee that holds all the power necessary to manage the program through an organizational structure. Since its formation to date, the impact of the programs on the overall national-level energy efficiency index is visible as shown in Figure 4 (from the year 2012 onwards). It is important to note that other agencies and their initiatives contributed to this energy productivity improvement.

The Kingdom is implementing many other initiatives as well, including renewable energy (wind, solar), safe nuclear power, cost-effective energy efficiency, and minimization of needless fuel emissions through flare management. Best of all, these technologies are mostly well-established and proven for all commercial applications. It has been clearly observed that from 2012 to 2018 the overall supply chain energy efficiency improved significantly because of major efficiency improvement in utility plants, one of the most significant components of the supply chain. Overall national level utility plants efficiency has improved from 31.8–38% and is targeted to reach 45% by 2030 [8] through the incorporation of combined cycles and integration between power generation and seawater desalination at the same site. Towards this end, the formerly separate Ministries of Water and Electricity were merged by a Royal Decree into a single entity—MOWE. The combination of such strategic decisions justifies the reasons for such significant efficiency improvement in Saudi Arabia’s Industrial and Public Utility sectors.

Energy efficiency in Saudi Arabia has included the establishment of a framework for an energy efficiency market involving energy service companies and a range of regulatory measures to drive the market. These were focused on the building, transport, and industry sectors which covered around 90% of energy consumption in the Kingdom [5, 6]. The approach adapted is to develop a baseline for setting policies, establish performance relative to international benchmarks, prioritize initiatives based on potential impact, achieve consensus and coordination among implementation agencies, and establish execution teams and empowering policy environment. Then, finally, to monitor and evaluate progress, with a view of registering feedback into the design of the overall approach.

Energy supply chain is an essential part of the kingdom, as it fulfills energy requirements for all sectors and also provides products to export. As the Kingdom is one of the largest exporters of crude oil, the industry sector, which is the largest energy consumer in the kingdom, is predominant with the components of the energy supply chain. Accordingly, any improvement in the energy supply chain will result in a greater effect on the energy productivity of the whole kingdom. There are two key drivers to improve the energy productivity of the Kingdom, firstly, structural change in the economy by moving away from energy-intensive to a high margin value manufacturing and, secondly, energy efficiency in energy-intensive manufacturing. Both aspects of energy productivity are important for the Kingdom but the energy efficiency improvements provide a quick win for the kingdom. Moreover, the solutions to improve the energy efficiency of the energy supply chains are applicable to other sub-sectors of the industrial sector and could be leveraged across all industrial sectors. Improvements in the energy supply chain will have great implications on the abundant natural resources of the Kingdom i.e., the counts of barrels saved in the processing will be added to the export/usage.
source: https://www.newyorker.com/magazine/2010/12/20/the-efficiency-dilemma
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Jean Steinhardt served as Librarian, Aramco Services, Engineering Division, for 13 years. He now heads Jean Steinhardt Consulting LLC, producing the same high quality research that he performed for Aramco.

Follow Jean’s blog at: http://desulf.blogspot.com/  for continuing tips on effective online research
Email Jean at research@jeansteinhardtconsulting.com  with questions on research, training, or anything else
Visit Jean’s Web site at http://www.jeansteinhardtconsulting.com/  to see examples of the services we can provide

Decarbonizing Aviation

A recent Haldor Topsoe blog post describes the company’s HydroFlex™ technology, which can produce sustainable aviation fuel (SAF) from any commercially available feedstock.

Granted, this is a brag that must be substantiated by third parties. Still, the post is quite informative. I recommend it to anyone interested in decarbonizing aviation.

Here is the full text of the Haldor Topsoe post.

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February 10, 2022
What does it take to decarbonize aviation?
By Ulrik Frøhlke

There’s no mincing words when it comes to the environmental impact of air travel: jet fuel is far from climate-neutral. Air traffic emits over 1 billion tons of CO2 annually, accounting for 3% of all global emissions. Government leaders are expressing their desire to see this contribution reduced, with clear targets being set across both the US and EU for increased production, incorporation, and use of sustainable aviation fuel (SAF). As a leader in decarbonization and renewable technologies, Topsoe says it’s about time.

“Can’t air travel be electrically powered?”
While electric planes may well end up fulfilling shorter-distance domestic roles, a fully electrified aviation industry would be difficult to realize, given the physical challenges posed by attempting to integrate high-capacity batteries within current fuselage designs; a 747 would require a battery so enormous that the remaining cabin space could accommodate only a handful of passengers.

As such, it’s estimated that most planes will still utilize drop-in fuels by 2050, so the question is not whether SAF is the answer to supporting carbon-neutral aviation, but rather the extent to which global SAF availability can be increased in the coming years in order to realize this ambitious goal.

“What’s standing in the way?”
A variety of obstacles lie between the aviation industry and sustainable operation. For a start, commercial airlines aren’t currently allowed to fly on SAF alone. A maximum blend ratio of 50% sustainable fuel to 50% fossil fuel is permitted, and it will take time before SAF is approved for widespread, full-scale replacement of fossil fuel.

Next is the issue of leveraging the SAF-production process itself. While there are seven approved pathways to effective production, only one, which uses hydrogenated acids and fatty acids to deliver synthetic paraffinic kerosene, is currently available for commercial-scale production.

Lastly, and perhaps most importantly, the availability of feedstocks from which SAF can be derived is currently lacking. Approved feedstocks are in high demand, with prices increasing by the week. Substances that the average consumer might regard as little more than disposable waste, like used cooking oils and animal fats, are key to ensuring long-term SAF availability,

As a result, supply and demand are hardly equal. Currently, only 200,000 tons of SAF are produced annually; the aviation industry consumes over 300,000,000 tons of fuel annually. That aforementioned 747 burns over 75 tons on a single journey from London to New York, alone, while a lighter 787-9 can make the jump with “only” 44. It goes almost without saying that significant production ramp-up is needed to provide for the kind of availability that will fundamentally transform the industry’s carbon intensity for the better.

That’s where companies like Topsoe play a role.

“What’s Topsoe doing about it?”
The technology and catalysts needed to produce high-purity jet fuel, from a variety of renewable sources, already exist. In fact, we’ve been working with them for over ten years; Topsoe’s HydroFlex™ technology can now produce SAF from any commercially available feedstock, the result of our R&D department’s constant efforts to analyze, test, and verify the viability of every option under the sun. A decade’s worth of knowledge and demonstrated expertise in renewable-fuel production has made us the global leader in the field, with producers lending us their trust in pursuit of complex, highly challenging objectives – and finding that trust pays off time after time.

In addition to hydroprocessing of solid and liquid feedstocks, we also possess and license solutions for producing what is, arguably, the final evolution of drop-in fuel: electrofuels, or “eFuels.” By equipping our G2LTM eFuel solutions with electrified Reverse Water-Gas Shift (eRWGS) technology, we facilitate a process whereby jet fuel is produced using nothing more than renewable electricity, water, and CO2.

All that’s needed is the willingness, on the part of producers and governments, to invest in SAF. We’ve already licensed more than ten HydroFlex plants, all of which are expected to begin production within the next five years; from Dutch SkyNRG to Swedish Preem AB, we’re helping producers take real steps in the right direction. But it’s important that all producers recognize the role they can play, and that governments make every effort to incentivize the transition to SAF production. We’ve seen it work in the United States, where biofuel obligations are set to grow steadily over the next decade - and beyond.

“We know the environmental impact of certain key industries – and therefore the potential good that would result from powering them renewably – is simply too great to ignore,” said Fei Chen, Senior Vice President of Clean Fuel & Chemicals Technology at Topsoe. “We also know that the sooner producers invest in SAF production, the sooner the market will be able to mature, and the greater the environmental benefit will be. We’re ready to help make it happen, and we believe a lot of producers are, too. To all of them, we say, ‘Reach out to us, and let’s transform how the world flies.”
source: https://blog.topsoe.com/what-does-it-take-to-decarbonize-aviation?utm_medium=email&_hsmi=203496992&_hsenc=p2ANqtz-_rqBi7wMBUDkowoz--0TI2F88cq-jjKowtF00zXcRA3-8seHRcldLHm6AVwzLLVyJEXPPgKijUsj2a-wNtp4f-Qf2OEQ&utm_content=203496992&utm_source=hs_email
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TIP: Google® decarbonizing aviation. One result from the World Economic Forum (https://www.weforum.org)…

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Aviation's flight path to a net-zero future
Achieving net-zero emissions by 2050 requires multi-stakeholder action.
20 Sep 2021
Huibert Vigeveno, Downstream Director, Shell

Cybersecurity risks in aviation: Building a cyber-resilient future
    Aviation connects people and is fundamental to the world economy, but it is responsible for around 3% of global carbon dioxide emissions.
    Multi-stakeholder cooperation is needed if the industry is to achieve net-zero emissions by 2050.
    A new report (Decarbonising Aviation: Cleared for Take-off (https://www.shell.com/energy-and-innovation/the-energy-future/decarbonising-aviation.html?utm_source=&utm_medium=social_organic&utm_content=HV_WEF_link_013_&utm_campaign=decarbonisingaviation__sep-dec_2021)) reveals the views of more than 100 global aviation business leaders on how to decarbonize the sector.

The warnings are clear. The latest report from the Intergovernmental Panel on Climate Change (IPCC) says the effects of global warming are widespread and intensifying. When world leaders gather at the 26th UN Climate Change Conference of the Parties (COP26) in a few weeks’ time, they will have calls for action ringing in their ears.

Of course, it is not just world leaders and governments who must respond – responsibility rests with all of us. But sometimes, especially in harder-to-abate sectors such as aviation, it can seem difficult to see how to turn goodwill into effective action.

That is why Shell and Deloitte have worked together on a series of reports exploring these sectors. Having examined shipping and road freight, our third and most recent report considers aviation. Decarbonising Aviation: Cleared for Take-off is based on the insights of more than 100 aviation leaders, from 68 organisations.

These leaders acknowledged the challenges, particularly around developing future technology: electric planes would seem to require huge batteries; hydrogen-powered aircraft might need fuel tanks four times the size of those on modern jets.

Critically, the experts consulted said the current sector-wide targets need to become more ambitious. Although aviation represents 3% of global emissions today, that could rise to 22% by 2050, as more people fly and other sectors decarbonize more quickly. If other sectors produce less and less greenhouse gas while aviation does nothing, its share of total global emissions will increase.

The report concluded that aviation should have net-zero targets for 2050, with ambitious interim steps for 2030. It outlined 15 solutions to help aviation reduce its net emissions between now and 2030, with a view to reaching net zero by 2050.

Expanding the use of alternative fuel

Perhaps the most significant proposed solution is to greatly expand the use of sustainable aviation fuel (SAF). SAF is made from plant or animal material, including for example, waste oils. In future it may also be possible to make industrial-scale quantities of synthetic SAF using hydrogen obtained from low-emission sources and carbon dioxide taken from other industrial processes or the air.

In its neat form, SAF has the potential to cut life-cycle emissions from aviation by up to 80%. It can be blended with conventional jet fuel and put in existing aeroplanes, without them needing major design changes. But depending on the technology used, SAF can be up to eight times more expensive than conventional jet fuel. It currently accounts for less than 0.1% of around 300 million tonnes of fuel used every year by commercial airlines.

Closing this cost gap and ensuring more SAF is used will, like so much of the action needed on climate change, require joint effort: within aviation, with other sectors, and with regulatory incentives. When Shell published Cleared for Take-off, it announced its ambition to produce 2 million tonnes of SAF a year by 2025. This would make Shell a leading global producer of SAF. It aligns with Shell’s strategy of accelerating progress towards becoming a provider of net-zero emissions energy products and services.
Incentives to reduce emissions

As Shell and the aviation sector work towards net zero, a particularly influential group can help us: customer power is likely to play an important role in decarbonizing aviation.

The report highlighted how companies – corporations whose employees travel on business and firms that transport cargo – are increasingly willing to pay a green premium for flights that reduce net emissions by using SAF and high-quality offsets. This is because more and more companies are pledging to reduce their emissions. They are signing up in ever increasing numbers to the Science Based Targets initiative (SBTi), which requires them to set targets that align with the Paris Agreement.

According to the UN, corporates with net-zero ambitions represent a total annual revenue of $11.4 trillion, more than half the GDP of the US. Airlines can respond to this growing demand with flights that help their customers fulfil their net-zero ambitions, either through SAF, high-quality carbon offsets, or a combination of the two. There are already encouraging signs. When a carbon-neutral cargo flight was introduced between China and Germany recently, it quickly attracted impressive levels of interest.

The demand from business travel could form something of a critical mass in support of decarbonization. Around 200 large corporates, for example, represent a 16% share of global air travel. That is a relatively concentrated group of customers, many of them keen to reduce their emissions. Aviation and its customers can help each other get to net zero. To succeed, they will also need to be supported by regulation. Ideally, this will involve blending mandates that set minimum amounts of SAF to be combined with traditional jet fuel.

The report also found enthusiasm for schemes like California’s Low-Carbon Fuel Standard, where low-carbon-intensity fuels get credits that can be sold, creating an incentive to use and develop products like SAF.

No one should pretend that decarbonizing aviation will always be easy, but no one should ever give up. I find it wonderful to see the pioneering, can-do spirit of the industry while confronting even the toughest problems – for example the resources and effort going into developing battery electric and hydrogen planes that could one day make zero-emission flight a reality.

For all the challenges, aviation should retain its optimism. It should remember the benefits that the sector brings. In 2019, aviation supported $3.5 trillion (4.1%) of the world’s GDP. During the COVID-19 pandemic, aircraft helped transport vital personal protective equipment and vaccines. The report found that decarbonization was a top-three priority for 90% of the experts consulted. Aviation has goodwill and good solutions. It can answer the calls for action.

Huibert Vigeveno, Downstream Director, Shell

© 2022 World Economic Forum
source: https://www.weforum.org/agenda/2021/09/aviation-flight-path-to-net-zero-future/
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Google® Better!
Jean Steinhardt served as Librarian, Aramco Services, Engineering Division, for 13 years. He now heads Jean Steinhardt Consulting LLC, producing the same high quality research that he performed for Aramco.

Follow Jean’s blog at: http://desulf.blogspot.com/  for continuing tips on effective online research
Email Jean at research@jeansteinhardtconsulting.com  with questions on research, training, or anything else
Visit Jean’s Web site at http://www.jeansteinhardtconsulting.com/  to see examples of the services we can provide