#shell petroleum corporation

[stone-cold-groove]

Illustration detail from Shell Petroleum Corporation’s New Orleans and Vicinity Road Map - 1932.

[hotvampireadjacent]

Good lord. I knew the oil industry was drenched in blood but I didn’t know that literally. Still reading opens veins of Latin America. How the oil barons keep control over Latin America and sometimes literally instigating coups and wars for their own advantage.

One specific example is the Chaco war of 1932-1935. “Huey long shook the United States on may 30,1934 with a violent speech according standard oil of New Jersey of provoking the conflict and of financing the Bolivian army so that it would appropriate the Paraguayan Chaco on its behalf. It needed the Chaco- which was also thought to be rich in petroleum- for a pipeline from Bolivia to the river. “These criminals,” Long charged, “have gone down there and hired their assassins.” At Shell’s urging, the Paraguayans marched to the slaughterhouse: advancing northward, the soldiers discovered standard oil’s perforations at the scene of the dispute. It was a quarrel between two corporations, enemies and at the same time partners within the cartel, but it was not they who shed their blood.” (Page 163)

[upismediacenter]

OPINION: STOP THE E-JEEP! #NoToJeepneyPhaseout

Commuter or not, every Filipino is familiar with jeepneys. Once dubbed “King of the Roads”, jeepneys are a symbol of Philippine culture and resourcefulness, as they were made from converted jeeps left by American troops after World War II. As the most popular public transport vehicle in our country for decades, these jeepneys are now at risk of disappearing, causing public uproar.

The controversy surrounding the phasing out of jeepneys first sparked in 2017 when the government launched the Public Utility Vehicle Modernization Program (PUVMP). The program’s goal is to replace the old model jeepneys with modern electronic jeepneys (e-jeeps) that are claimed to guarantee cleaner emissions and improved safety. This has been met with several worries that could adversely affect the Filipino populace.

Public unrest over the jeepney phaseout has been going on for years. The consolidation deadline for Public Utility Vehicles (PUVs) which included jeepneys, UV Expresses, and Filcab units was extended three times. The first was due to the COVID-19 pandemic and multiple protests from transport groups, which affected the government’s original plan to consolidate PUVs in March 2020. As a result, it was rescheduled at the end of last year, December 31, 2023. The second extension was on January 31, 2024, to allow unconsolidated PUVs to ply their routes with the stipulation of being barred from joining cooperatives and corporations. The third and “final” deadline was on April 30, 2024—three months after the last deadline—to allow driver-operators one last time to consolidate, or else they would not be allowed to ply their routes. Amid these several deadlines, protests and strikes are unwavering as dissents push for the PUVMP to be suspended, arguing that imposing deadline extensions does not address the structural problems of the modernization program.

One day before the “final” deadline, the Land Transportation Franchising and Regulatory Board (LTFRB) declared that unconsolidated jeepneys have a 15-day leeway to continue their usual routes before they are impounded. Again, this is another smokescreen from the systemic issues brought by the modernization program. The PUVMP must be suspended, as it ostensibly presents more problems than solutions. If the PUVMP truly is for the people, why is there a persistent and contentious pushback by the public?

Enforcing deadlines and giving grace periods for jeepney drivers only delays—the government must suspend the PUVMP and reevaluate its effectiveness. Displacing and disenfranchising jeepney drivers from their livelihoods defeats the purpose of an inclusive and sustainable program as the PUVMP endorses itself to be.

Who are those affected?

Jeepney drivers are most affected by the modernization program. If they choose not to consolidate with cooperatives and corporations or cannot afford an e-jeep alone, their vehicles will be impounded, taking away their only source of income. Additionally, commuters, UP Diliman constituents, and other sectors also have to bear the cost of the PUVMP due to the policies and funds allocated to this program.

The transport group for jeepney drivers, Pagkakaisa ng mga Samahan ng Tsuper at Opereytor Nationwide, more commonly known as PISTON, is the leading opposition group against the PUVMP. First established in 1981, PISTON serves as an organization that aims to promote the welfare and democratic rights of jeepney drivers. In 2013, they launched a campaign against the oil price hike, directed at the country’s main petroleum companies, namely Petron, Shell, and Chevron. Since the government has revealed plans to phase out jeepneys over 15 years old, they have been organizing protests against the PUVMP, criticizing its anti-poor policies and prioritizing for-profit corporate consolidation.

The PUVMP pressures jeepney drivers to switch to e-jeeps or new combustion engine vehicles that meet Euro IV emission standards which only permit carbon monoxide (CO) emissions of 1.0g/km for gasoline and 0.5g/km for diesel vehicles. Units and parts that make up the e-jeep are imported from other countries, which is why they are priced as high as PHP 3 million. While the modernization program offers subsidies of PHP 160 thousand through loan programs by the Development Bank of the Philippines (DBP) and the Land Bank of the Philippines (LBP) to help offset the costs, this amount is only 5.7% of the total cost of a modern jeepney. Jeepney drivers state that they will need to make around PHP 3.5 thousand each day to pay off the debt from switching to an e-jeep, but at the moment, they only make around PHP 2 thousand a day.

The large amount of money that needs to be spent transitioning to modern e-jeeps is the main concern of dissent to this program. Replacing a huge fleet of jeepneys requires massive resources, taking away from vital sectors such as education and healthcare. Additionally, the PUVMP disproportionately affects low-income citizens—specifically, jeepney drivers who mostly come from low-income families and struggle to meet the high e-jeep cost. The debt burden forces them to work longer hours just to break even, negatively impacting their livelihood. Jeepney drivers worry that the transition to e-jeeps or new combustion engine vehicles will exacerbate their financial burdens and force them to work longer hours just to break even.

Furthermore, units from local manufacturing companies such as eFrancisco Motor Corporation and Sarao Jeepneys are still priced at around PHP 2.5 million, further putting jeepney drivers at odds with the financial burden of the PUVMP. With large corporations dominating the market and the PUVMP’s policy to consolidate driver-operators to cooperative-led fleets, this raises concerns of corporate takeover and the economic marginalization of jeepney drivers. Since large companies are the ones who have the capacity to fully adhere to the program, jeepney drivers are left disenfranchised because of their financial disadvantage.

Commuters are also affected heavily by this program. Modern jeeps usually charge higher fares because, aside from the initial cost of modernization, their maintenance and repair costs are higher than the traditional jeepneys’. This adds more financial problems to Filipinos already facing higher living expenses as a result of inflation rates. Moreover, unfamiliar technology could present a significant challenge for traditional drivers transitioning to modern jeepneys, leading to potential operational difficulties and increased maintenance expenses.

Constituents of UP Diliman (UPD) share similar concerns. The UP Transport Group (UPTG), which consists of jeepney drivers from all routes around the campus such as Ikot, Toki, UP-Pantranco, UP-Philcoa, and UP-Katipunan, organized a silent strike on December 13, 2023, in protest of the earlier December 31 deadline. Based on interviews with the UPD Vice Chancellor for Community Affairs Roehl Jamon, UP jeepney drivers may have to comply with the modernization. According to Jamon, the only two options they have are for the university to pay for the units themselves, which cost about PHP 1.4 to 3 million each, or for the university to partner with transport cooperatives that already own modernized units and invite them to service the campus, which is the less expensive option between the two. Although the latter is cheaper, this still gives way for corporations to take advantage of the modernization program.

Jeepneys are extensively used by UP college students and students of UP Integrated School (UPIS) for commuting to and from the university campus because they charge less than other PUVs. However, these fares could be completely changed by the PUVMP’s effect on jeepney availability and rates, possibly altering their daily commutes by making them spend more on transport alternatives or by forcing them to look for different routes. This might put additional financial burden as well as longer hours of travel in their everyday life, affecting not only their academic performance but also their general welfare.

Moreover, the PUVMP is taking attention and funding from other sectors that have more pressing needs. In particular, the Department of Education (DepEd) is significantly impacted by lack of funding. Classroom and teacher shortages have been notable areas of concern with an estimated 165,444 classrooms and nearly 90,000 teachers needed. According to DepEd, PHP 105 billion would be needed each year up until 2030 to address the classroom shortage, while PHP 5.6 billion would be needed to hire 20,000 teachers in the upcoming school year, as discussed in the Senate plenary deliberations on the proposed 2024 national budget. Aside from the education sector, the Department of Health (DOH) has been grappling with vaccine shortages, namely pertussis, which has led to 54 infant deaths since the beginning of the year. According to the United Nations Children’s Fund (UNICEF), in 2022, the Philippines was among the top 5 contributors to the 18 million zero-dose children in the world. Despite this and multiple warnings from health authorities, the Philippines still hasn’t fully addressed this vaccine gap, leaving one million unvaccinated Filipino children vulnerable and susceptible to life-threatening diseases such as polio, measles, and tuberculosis. In light of these issues, resources should be prioritized in these matters instead of the PUVMP. Action must be taken immediately to address these pressing concerns and ensure the well-being of the Filipino people.

Are E-jeeps really the “better option”?

According to a study by the Center for Energy, Ecology, and Development (CEED), jeepneys only make up about 2% of the total registered vehicles in the nation and PUVs only contribute about 15% of the total particulate matter emissions in Metro Manila. If the PUVMP aims to transform our public transportation into becoming more sustainable and environmentally friendly, this number does not justify the relentless pressure on jeepney drivers to consolidate. The PUVMP will only contribute 2% to the country’s vehicles that cause pollution. This raises the question of the significance of its impact on saving the environment and reducing emissions in the long run. Additionally, modern jeepneys still run on fossil fuels, such as petroleum oil, defeating the purpose of the program’s goal of creating a more environmentally friendly public transport system. In the same study by CEED, it was argued that solely focusing modernization efforts on jeepneys to reduce air pollution would be negligible. Taking this into account, the government should instead consider upgrading traditional jeepneys to meet the proposed emission standards which would be cheaper for the program.

Furthermore, as said in a paper by the UP Center for Integrative and Developmental Studies, drawing from the current rate of assembly of modern jeepneys, it will take an estimated 270 years before all traditional jeepneys in the country are replaced. This begs the question of why the government keeps enforcing deadlines when it will take almost three centuries before all jeepneys are replaced with e-jeeps.

The PUVMP, while well-intentioned, presents a flawed solution. The environmental costs being too high, the unjust burden on the poor, and the uncertain consequences of such a drastic transition are strong arguments for reconsideration. The government should consider other options like rehabilitating existing jeepneys and using cleaner-burning fuels. One example that can be improved with the government’s help is the rehabilitated jeepney proposed by the Libmanan Transport Service Cooperative (LIBTRASCO). This model includes all government-specified features of the modernized jeepney—such as a side door, a higher ceiling, bigger windows, and even stabilizers to account for the increased height. Compared to e-jeeps, these rehabilitated models only cost around PHP 400 thousand to PHP 500 thousand, making them more affordable for jeepney drivers. Though the rehabilitated jeepney still uses the jeepney’s diesel engine, it can still be adapted to use a Euro 4 engine and even include air conditioning. If the government chooses to work with LIBTRASCO and retrofit the rehabilitated jeepney as an alternative, the Philippines can then improve its transport system while keeping its traditional jeepneys and people’s livelihoods by prioritizing affordability, inclusiveness, and a sustainable future.

Modernization shouldn’t be at the expense of the workers. The primary reason why many are aggressively opposing the program is that the welfare of jeepney drivers was not carefully considered when they should be the center of the solution. For the past years that the modernization program has been implemented, instead of listening to the pleas and concerns of jeepney drivers, commuters, and other constituents, the government has kept imposing the jeepney consolidation and resisting any demands by the public.

Taking all of this into account, we must request the government to prioritize policies that consider the money and power of all citizens, especially those from poor backgrounds. This includes subsidizing the move towards modern vehicles or examining other options that do not oppress marginalized communities. Instead of pushing jeepney drivers to consolidate and buy e-jeeps, the government should consider exploring and supporting initiatives that use cleaner-burning fuels and retrofitting existing jeepneys to meet emission standards to help maintain the environment in its sustainable state without overhauling the iconic jeepney fleet.

Above all else, this transition must be led by the workers—jeepney drivers whom the public has relied on for decades. Development must be made with the public in mind, not without.

// by Kela Alcantara & Xia Mentes

References:

Abarca, C. (2024, March 21). Calabarzon, Metro Manila top classroom shortage list – DepEd. INQUIRER.net. https://newsinfo.inquirer.net/1921036/fwd-on-public-classroom-shortage#:~:text=The%20estimated%20total%20number%20of,country’s%20classroom%20shortage%20by%202030

Ansis, JC (December 14, 2015). "Piston: Continuing to fight for the transport sector". CNN Philippines. https://web.archive.org/web/20190131083905/http://cnnphilippines.com/news/2015/12/14/piston-protests-continuing-to-fight-for-transport-sector.html

Bautista, P., Moya, R. (2023, September 3). Jeepney modernization program: Drivers have a steep price to pay. Philstar.com. https://www.philstar.com/headlines/2023/09/03/2293549/jeepney-modernization-program-drivers-have-steep-price-pay

CEED Office. (2018, November). Just Transition in the Philippines. CEED. https://ceedphilippines.com/just-transition-in-the-philippines/

Conde, M. (2019, November 16). Transport coop makes pitch for ‘affordable, safe’ rehabilitated jeepney. RAPPLER. https://www.rappler.com/nation/244909-camarines-sur-transport-cooperative-rehabilitated-jeepney/

Dimalanta, R. Atienza, J. Samonte E. (2023). Putting Transport Workers and Commuters First: The Route to Just Transition in Public Transport Modernization. UP CIDS Policy Brief. ISSN 2619-7286.

Gatarin, G. (2024), Modernising the ‘king of the road’: Pathways for just transitions for the Filipino jeepney. Urban Governance. 4(1). 37-46. https://doi.org/10.1016/j.ugj.2023.11.002

Golez, P. (2024, January 24). Marcos extends jeepney consolidation deadline til April 30. POLITIKO. https://politiko.com.ph/2024/01/24/marcos-extends-jeepney-consolidation-deadline-til-april-30/daily-feed/

Latoza, G. (2023, December 15). What are UP’s plans for commuters amid PUVMP? Tinig ng Plaridel. https://www.tinigngplaridel.net/up-transport-puvmp/

Magramo, K. (2024, January 16). Philippines jeepneys: Will the loud, colorful vehicles soon disappear from the roads?. CNN. https://edition.cnn.com/2024/01/16/asia/philippines-jeepney-phase-out-strikes-intl-hnk/index.html

Mendoza, T. C. (2021, February). Addressing the “blind side” of the government’s jeepney “modernization” program. University of the Philippines Center for Integrative and Developmental Studies. 1-69. ISSN 2619-7456.

Mondoñedo-Ynot, L. (2024, April 10). April 30 is final deadline for Puv Consolidation. SunStar Publishing Inc. https://www.sunstar.com.ph/manila/april-30-is-final-deadline-for-puv-consolidation

Ombay, G. (2023, November 9). DepEd lacks nearly 90,000 teachers - Pia Cayetano. GMA News Online. https://www.gmanetwork.com/news/topstories/nation/887851/deped-lacks-nearly-90-000-teachers-pia-cayetano/story/

Pabustan, D. (2017, September 21). Euro 4, what does it mean and why do we need it?. AutoDeal.https://www.autodeal.com.ph/articles/car-features/euro-4-what-does-it-mean-and-why-do-we-need-it

Philippine Daily Inquirer. (2024, April 14). DOH’s Lack of Vaccine Urgency. INQUIRER.net. https://opinion.inquirer.net/172935/dohs-lack-of-vaccine-urgency

Presidential Communications Office. (2024, January 24). PBBM approves three-month extension of PUV Consolidation. https://pco.gov.ph/news_releases/pbbm-approves-three-month-extension-of-puv-consolidation/

RAC. (n.d.). Euro 1 to Euro 6 guide – find out your vehicle’s emissions standard. https://www.rac.co.uk/drive/advice/emissions/euro-emissions-standards/

Relativo, J. (2023, December 28). Unconsolidated jeepneys, UV Express “allowed to operate” until Jan. 31, 2024. Philstar.com. https://www.philstar.com/headlines/2023/12/28/2321963/unconsolidated-jeepneys-uv-express-allowed-operate-until-jan-31-2024

Relativo, J. (2024, April 30). Unconsolidated jeepneys given “15-day leeway” after consolidation deadline. Philstar.com. https://www.philstar.com/headlines/2024/04/30/2351543/unconsolidated-jeepneys-given-15-day-leeway-after-consolidation-deadline

Reyes, R. O. (2024, January 29). Jeepney drivers rejoice “partial victory” for phaseout extension. SunStar Publishing Inc. https://www.sunstar.com.ph/tacloban/jeepney-drivers-rejoice-partial-victory-for-phaseout-extension#:~:text=approved%20the%20extension%20for%20franchise

Rivas, R. (2023, March 7). In numbers: Why jeepney phaseout is anti-poor, will do little for environment. RAPPLER. https://www.rappler.com/business/numbers-why-government-phaseout-jeepneys-anti-poor-do-little-environment/

Santos, J. (2024, February 7). Consolidation extension is not what the protest demands. Philippine Collegian.https://phkule.org/article/1106/consolidation-extension-is-not-what-the-protest-demands

[mosswolf]

Shell is by far the largest foreign stakeholder in the Nigerian economy, owning 47 percent of the oil industry. Its joint venture partner in the petroleum business during Nigeria's most draconian years was the Abacha regime. Yet Shell representatives have repeatedly declared that they exercise no influence over Nigeria's rulers; Europe's largest oil corporation has thereby ducked behind the brutalities of its militaristic financial partners. Such an arrangement means that Shell and other foreign oil corporations can maintain their desired technological presence while, under cover of deference for national sovereignty, they continue to act as ethical absentees.

This arrangement has also enabled Shell to ignore appeals by the Ogoni, the Ijaw, the Ikwerre and other neighboring micro-minorities for a share of oil revenues, a measure of environmental self-determination, and economic redress for their devastated environment. For Shell, Chevron, and the other oil majors operating in the delta, these are internal, Nigerian matters that belong to a sovereign realm inaccessible to corporate influence. But the record suggests otherwise: Chevron, for example, has acknowledged transporting Nigerian forces to quell uprisings in the oil camps of Rivers State. Shell has imported arms for the Nigerian police, paid retainers to Nigerian military personnel, and made boats and helicopters available to them in assaults against protestors. This is all integral to what one former Shell scientist has dubbed "the militarization of commerce" - an apt designation, if ever there was one, of resource extraction procedures under neoliberalism across the global South.

slow violence and the environmentalism of the poor, rob nixon

[theinconvenientlifestyle]

Fossil fuel companies have ploughed more than £147m into British universities in seven years and been given “horrifying” influence over academic degree courses.

An investigation by openDemocracy today reveals that BP, Shell and Equinor are among the firms routinely invited to private meetings with university officials, with some institutions taking direct advice on how to run engineering and geoscience degrees.

One university even had discussions with an oil company about how to push back against “anti-oil rhetoric”.

The influence extends to Freedom of Information (FOI) laws, with corporations telling universities how to respond to questions from students and journalists.

In many cases, these cosy relationships have grown as fossil fuel giants pump huge sums of money into university campuses, including donations and research funding.

Records obtained by openDemocracy show 60 institutions have received donations since 2016/17, with Oxford, Cambridge and Imperial College London accounting for two thirds of the total figure.

The funding is part of an international trend that has seen fossil fuel companies also channelling at least £74m into universities in the EU.

Responding to openDemocracy’s investigation, Green Party MP Caroline Lucas called on universities to cut financial and academic times with fossil fuel companies immediately.

“Students will be horrified to learn of the shady and manipulative influence of fossil fuel companies happening on their own campuses,” she said.

“Fossil fuel giants seeking to youthwash their own reputation by handing over dirty money to universities, and even attempting to influence academic programmes, can’t hide the fact that their climate-wrecking pollution is putting young people’s futures in jeopardy.”

Countering ‘anti-oil rhetoric’

More than a dozen universities admitted taking advice on degree courses from fossil fuel companies, including inviting them to sit on advisory boards. They include Oxford, Edinburgh and University College London.

The University of Aberdeen has recently taken advice from at least 11 oil and gas companies and invited their officials to board meetings. At the same time, it has also accepted close to £4m from the industry, including BP, Shell and Equinor.

The university boasts that its Master’s course in “integrated petroleum geoscience” has a track record of getting graduates into “leading positions across the international oil and gas industry”, adding that more exploration in the future will make this a “vibrant industry to enter”.

But when student numbers started to fall – from 23 in 2020 to just eight in 2022 – officials discussed how to reverse the trend.

Minutes of a meeting that took place last year reveal an advisory board member suggested that a “significant publicity drive” could help boost student numbers in the face of “anti-oil rhetoric”.

When discussing the 50th anniversary of the Masters course, a member of the advisory board said it would be best to keep any celebrations “under the radar to avoid the negative press”.

A spokesperson for Aberdeen University admitted when asked by openDemocracy that the comment had related to concerns about the risk of negative commentary from “opponents of oil and gas” – but said the view did not reflect the university’s position.

The university has refused to disclose who made the remark, but officials from Shell, Equinor, Harbour Energy, Tantalus Oil and Spirit Energy were all in attendance, alongside university staff.

Equinor had enjoyed even closer access to Aberdeen’s courses after one of its officials was invited to become an external examiner, before stepping down last year. It has also given away tens of thousands of pounds’ worth of student scholarships.

A spokesperson said Equinor was currently sponsoring the integrated petroleum geosciences Master’s course, and confirmed that the company had provided more than £6m in funding for UK universities between 2019 and 2023.

“We are proud to collaborate with universities in developing talented young people who will become the energy leaders of tomorrow,” said a spokesperson.

The company also sponsors the GeoNetZero Centre for Doctoral Training, a programme of PhD research and training in geoscience involving 12 universities.

In 2021, the university announced plans to divest from all fossil fuel companies. But it said this would not extend to cutting ties with the industry altogether, as it would “continue to work with the energy sector to train the next generation”.

A spokesperson said the university’s “long-standing relationship with industry” made students more employable. They claimed Aberdeen was committed to reducing emissions and that industry partnerships were “vital” for meeting global targets around energy transition.

‘Confidential conduit of information’

At Imperial College London, more than £67m in funding has been taken from fossil fuel giants since 2016, including huge amounts from Shell.

The money is part of a cosy relationship. For the last ten years, an advisory board for its Department for Chemical Engineering has included a Shell senior director called Edward Daniels.

The executive left Shell last month after more than two decades, during which time he helped defend the company’s reputation “where Shell’s positions could be controversial”, according to his Linkedin profile.

Daniels took up the role at Imperial College London in 2013 – the same year that he personally lobbied government officials to help protect the company’s oil interests in the Niger Delta, despite having a terrible environmental and human rights record.

More recently, he has spoken in support of the controversial undeveloped Cambo oil field off the coast of the Shetland Islands, claiming that the environmental impact of the project would be “tiny” – despite warnings from the International Energy Agency that no new oil fields should be approved if the world is going to meet its climate targets.

Meanwhile, his university role involves him providing a “confidential conduit of information” to students, researchers and uni staff.

He has previously told students that Shell “sincerely believes” in sustainable energy. But he added: “For a company like ours we need to do that in a way that is profitable. We have to meet the needs of our shareholders.”

Daniels went on to refer to the “climate change debate”.

A spokesperson for Imperial told openDemocracy that, since 2020, it had committed to engaging in research partnerships with fossil fuel companies only where the research “forms part of their plans for decarbonisation, and only if the company demonstrates a credible strategic commitment to achieving net-zero by 2050”.

Analysis suggests Shell and a number of companies it wholly or partly owns have between them given more money to British universities than any other fossil fuel company since 2016/17, amounting to at least £54m. In some cases, officials for the oil giant have even been invited to take teaching positions.

They include Owain Tucker, who has lectured students at Edinburgh’s Heriot-Watt University since 2020 on a course the university says will prepare students for a career in the traditional oil and gas sector, among others. Shell has given more than £2.1m to the university since 2016/17.

In 2021, Tucker was invited by the University of Manchester to speak at a climate event. The university has accepted at least £1.6m from Shell in recent years.

Emails seen by openDemocracy reveal that Tucker insisted the discussion focused on technical challenges, instead of “philosophical debates” about “what society might choose to do” about climate change.  

A spokesperson for Shell said its “long and valued relationships” with British universities have “driven research supporting the energy transition and UK energy security”. They added that Shell “aims to become a net-zero emissions energy business by 2050”.

‘Commercial interests’

When openDemocracy sent requests under the Freedom of Information (FOI) Act, several universities refused to disclose documents relating to these companies, claiming it would “prejudice” commercial interests.

Nottingham University received money from mining companies that have “very specific non-disclosure agreements” attached, which include a ban on releasing the names of the projects being funded.

Glasgow University said confidentiality was essential to attract industry employees to advisory boards who might otherwise be “hesitant to engage due to concerns about the potential public exposure”. 

Heriot-Watt University has taken £7m from fossil fuel companies in recent years. Internal guidelines state that “no minutes are taken” during advisory board meetings, meaning there is no record of the advice given by a representative of the petrol firm TotalEnergies, which sits on the advisory board for the university’s Institute of Geoengineering.

A spokesperson later claimed that minute-taking was now being promoted as “best practice” at the meetings, adding that advisory boards don’t have authority to make decisions.

Meanwhile, Oxford University – which has taken nearly £1m from BP since 2016/17 – refused to disclose correspondence with a company official responsible for BP’s relationships with British universities. Oxford claimed that disclosure would breach data protection laws.

But records seen by openDemocracy show that some universities have given fossil fuel firms direct influence over how they respond to FOI requests.

They include Bristol University, which was the UK’s first university to declare a “climate emergency” in 2019, pledging to play a “key role in fighting climate change”.

Yet it signed research contracts in 2018, 2019 and 2020 with the likes of Shell and BP, which say that Bristol University must “immediately notify” the companies and give them “an opportunity to oppose” disclosures under the Freedom of Information Act. According to openDemocracy analysis, the university has benefited from more than £200,000 of funding from Shell and BP.

The University of Bath also had similar agreements with the two companies.

Meanwhile, two contracts with the mining company BHP Billiton say Bristol University will give it “all reasonable legal rights and avenues… to avoid or minimise the impact” of any disclosures made under the FOI Act. The university has taken at least £2.3m of funding from BHP Billiton.

These legal promises have been upheld by the university. In one case, internal emails show that Equinor was consulted over an FOI request about the funding it has provided, having signed a similar contract with the university.

The university's FOI team asked Equinor whether it believed the information should be withheld. Equinor replied: “Could you please advise whom the FOI request is coming from?” The university told openDemocracy it did not give the person’s name, which would have been a breach of data protection laws.

A spokesperson for Bristol University said that these contract stipulations were “standard”. It admitted that funders’ views are taken into consideration but that the university has “ultimate responsibility for deciding what information is disclosed”.

Oxford University also regularly consults fossil fuel companies about FOI requests, having taken between £10.8m and £20m in funding from them since 2016/17.

When openDemocracy started this investigation last year, records show Oxford informed Shell and Equinor that we had requested information about their relationships. Oxford also flagged requests – but did not reveal names – from students and student journalists to Shell and BP

And emails reveal that it followed BP’s wishes that it should be vague about the amount of money it had donated to finance university projects, and to redact the titles of research projects it was funding.

Elsewhere, the University of Aberdeen was unable to give details about a research project with the Spanish petrochemical firm Repsol, saying that it was tied up in a three-year confidentiality clause. In another instance, an FOI response to openDemocracy was delayed after Aberdeen consulted BP about its response.

Funding across Europe

openDemocracy’s investigation follows hundreds of requests to universities asking for details on donations, grants and other funding from oil, gas and mining companies. They were also asked to provide details on funding from firms connected to oil exploration in the North Sea.

But the true scale of fossil fuel funding is likely to be far higher, as some universities didn’t respond and others refused to provide exact figures.

Our analysis comes as Investigate Europe – the investigative co-operative which openDemocracy worked alongside – reveals that universities in the EU have taken millions from fossil fuel companies.

According to the research, Norwegian universities received the most, while those in Ireland, Sweden and Spain also accepted funding.

BP and the University of Oxford did not respond to openDemocracy’s requests for comment.

*This investigation was developed with support of Journalismfund Europe.

[thecoolestessaywriters]

Fossil Fuel Corps Wield an Immense Amount of Political Influence

Fossil fuel corporations wield immense political power thanks to their massive lobbying efforts and the fact that they comprise 8% of the entire US’s Gross Domestic Product (acc. to the American Petroleum Institute).

Between 2000 and 2016 alone, the fossil fuel industry spent roughly $2 billion to disrupt the passing of climate change legislation

Exxonmobil has been the largest contributor of climate change denialism in recent history

Directly funded 69 climate change denial interest groups from 1998 to 2014

Ironically a descendent of enormously wealthy industrialist John D. Rockefeller (founder of Standard Oil which was later renamed to "Exxon Mobil") himself urged the company to stop promoting climate change and acknowledge the problem, to no avail

Joined alongside other fossil fuel giants such as Shell and Texaco to directly fund the deceptively named anti-climate change think tank, the “Global Climate Coalition” in 1989, which had the goal of creating and then disseminating some of the first climate change denialist rhetoric that has contributed to the muddy public discourse we currently see today

In a case of impossibly dramatic irony, Exxonmobil’s own proprietary research teams conducted groundbreaking research, as early as the late 1970s, that predicted, with remarkable accuracy, that carbon dioxide emissions over the coming decades would “lead to a 0.2℃ of global warming per decade with a margin of error of 0.04 degrees”, according to the Harvard Gazette.

This makes the irritating fact that Exxon did not even publicly acknowledge the existence of climate change until 2014 all the more unconscionable

Worse still, the numerous studies they conducted that empirically demonstrated the existence of anthropogenic causes of climate change were only disseminated internally (within the corporation) and publicly hidden behind an overwhelming torrent of skeptical editorial pieces they published in order to sow doubt among the general populace

They made sure that anything they published proving climate change, would be outshined by their climate denialist editorials

Exxon wasn't the only company guilty of this sin of omission either:

As early as the 1980s, Shell disseminated internal (intra-corporate) documents that not only acknowledged the existence of climate change, but knew full well that their own products were responsible for contributing to it

Bottom Line: Companies have the political sway that is usually only reserved for politicians and political organizations. This complicates the matter of adopting eco-friendly corporate policy since it has ostensibly become a conflict of interest.

But the question remains, What Do We Do?

There have been many proposed solutions, but unfortunately very few have yielded success:

The Paris Climate Agreement was an international treaty established in 2016 that established a goal to reduce global GHG emissions by 43% by 2030

Though good on paper, the problem lies in its lack of enforcement capabilities since as we've seen corporations are immense contributors to GHG emissions but due to the nature of the agreement, governments themeselves are solely responsible for enforcing the aggreement on corporations' activities

But in a Capitalist society, and given the fact that in the US alone the fossil fuel sector accounts for 79% of our energy production, government actors have very little incentive to risk pissing these companies off which runs the risk of scaring their business away to foreign markets

What is perhaps the most realistically feasible (in theory) solution to reigning in fossil fuel (and other) corporations is the implementation of a....

Which is basically a tax imposed on some level of a fossil fuel producer (its factories, its shipping network, its suppliers, etc.) on a specified amount of greenhouse gasses produced in the company's activities

Could be a great way to get corporations to limit their emissions by making it less attractive to emit large amounts of GHGs to maximize profits since doing so would incur significant costs to said company

or at least enough costs to make them limit their activities

A study done in 2017 estimated that a tax of $49 per metric ton of CO2 could raise up to $2.2 trillion in revenue which could then be used to fund things such as eco-friendly energy solutions or even just return it to consumers

Now this is not to say this is the "antidote" to corporate GHG emissions, because it simply is not:

For starters imposing such a tax would naturally increase the price of energy and fuel, which could seriously hurt lower income people who already spend a good chunk of their income on those things

Could entice domestic corporations to move overseas where tax laws are more lenient

So, in conclusion:

Solving corporate GHG emissions which contribute to climate change is going to be a really complicated, multifaceted affair that is not going to occur overnight.

However we still should try and pursue these solutions, even if we may not see them in our lifetimes, because it is an objective fact that these companies need to be reigned in and something must be done to curb emissions before we literally reach a point of no return.

We need to build a future that is far less dependent on fossil fuels and it's going to take a lot of work and collective action to do it, so..

DO IT YOU LAZY BUMS, GET ANGY, GET MAD, DON'T LET THESE BOZOS FEEL LIKE IT'S OK TO RUIN THE PLANET!

IT'S THE ONLY ONE WE GOT!!!

[velvexlubricants]

Superior Lubricant Oil  Company Produced by Velvex

India is the world’s third-largest lubricant market, next only to the US and China, ahead of Japan, Russia, and Brazil, with a total consumption of approximately 2.4 billion liters.

The Indian lubricants market remains one of the growth prospects in an otherwise flat global market; however, it has its challenges. The year 2019 was significant for the Indian economy; however, the slowdown in the global economy has caught up with the Indian economy, as it consistently registered downward revisions in its economic outlook. This directly impacted automobile production, with the most severe shrinkage, observed in commercial vehicles production. This immediately impacted first-fill demand; a cascading effect on the service-fill market is anticipated.

Velvex formed by the Nandan group of companies is the fastest growing Lubricants oil company that provides petroleum derivatives, and food products catering to multi-disciplinary industries. The Nandan group of companies works with a mission to provide quality products and services to the customers through efficient systems. The group works with a vision to become leaders in manufacturing genuine oils, greases, and specialty oils with a momentous presence in the industry.

About Us : 

Velvex formed by the Nandan group of companies is the fastest growing company that provides lubricants, petroleum derivatives, and food products catering to multi-disciplinary industries. The Nandan group of companies works with a mission to provide quality products and services to the customers through efficient systems. The group works with a vision to become leaders in manufacturing genuine oils, greases, and specialty oils with a momentous presence in the industry. The group works enthusiastically to bring change in the oil sector by ensuring growth and progress with growing time. The group works to provide innovative ways to enhance the stockholder values and create growth opportunities for the employees. The NPL BlueSky has been awarded as the supplier of the year by the TATA MOTORS in the Annual Vendor meet for the year 2018-2019. Winning many accolades Nandan group of companies works towards building a positive future. It is one of the oldest and the largest contract blending and filling specialists in India.

The Overview Of Lubricant Or Engine Oil Companies In The Perspective Of India :

India is the world’s third-largest lubricant market, next only to the US and China, ahead of Japan, Russia, and Brazil, with a total consumption of approximately 2.4 billion liters.

The Indian lubricants market remains one of the growth prospects in an otherwise flat global market; however, it has its challenges. The year 2019 was significant for the Indian economy; however, the slowdown in the global economy has caught up with the Indian economy, as it consistently registered downward revisions in its economic outlook. This directly impacted automobile production, with the most severe shrinkage, observed in commercial vehicles production. This immediately impacted first-fill demand; a cascading effect on the service-fill market is anticipated.

The Indian lubricant market is fiercely competitive, characterized by the presence of nationalized oil companies (NOC) such as Hindustan Petroleum (HPCL), Indian Oil (IOCL), and Bharat Petroleum (BPCL); international lubricant marketers such as Shell, Valvoline, Total, and ExxonMobil; and, homegrown marketers including Gulf Oil, Raj Petro, Savita, Columbia, and Apar falls under top 20 lubricant companies in India. Over the past five to six years, HPCL has swiftly expanded its market share in addition to lubricants and the process oil segment over the past five to six years.

Contact Us  Today :

Address :   C-201, Lotus corporate park, Ram Mandir Lane, Jay coach junction, Western express highway, Goregaon east, Mumbai - 400063

Contact Info :    +91-22-42577200

Facebook   :       https://www.facebook.com/Velvex.in/

Twitter        :       https://twitter.com/velvex_in/

Linkedin     :      https://in.linkedin.com/company/velvexmotoroil

Instagram  :      https://www.instagram.com/velvex.in/?hl=en

Website     :       https://www.velvex.in/

[beesandwasps]

Okay, I have kind of a nagging comment about the first one about Shell.

Shell is a big, multinational company, and it exists only because there are so many people who want to buy petroleum — particularly gasoline. If the demand for gas went away, Shell would do the same. It makes more sense, then, to consider how much Shell (and other gas companies) increase the share of emissions per average customer than it does to talk about the aggregate — the bigger a given gas company gets, the more emissions it will have, and they’re mostly so huge that the numbers are naturally going to be gigantic.

Now, this is actually a very messy calculation to make without doing a lot more research work than I am willing to put in, so please understand up-front that although I’ve looked up some numbers, all of which turned out to be from Statista.com, there are a lot of assumptions being made here which might be false. Without thinking too hard about it for more subtle potential nitpicks, I’m assuming that:

the number of people who buy gasoline in the US is approximately the number of vehicles in the US (that is, there may be households with multiple cars, but households with multiple cars generally have one gas-buyer per vehicle; the number of individuals who personally own multiple vehicles is small) — or, in other words, the number of gas buyers is approximately the number of vehicles

it is reasonable to equate market share of gas sales in the US directly to percentage of gas buyers in the US

the amount of profit per gas buyer in the US is equivalent to the amount of profit per gas buyer in the rest of the world

the “77 million years” figure is based on the global average, not the US average, since Shell is a multinational company

the “77 million years” figure is not already calculated into the average customer’s carbon emissions as quoted (I’ve always kind of wondered about that — the carbon footprint calculators I’ve seen always ask about your gas and manufactured goods consumption, which would mean that those carbon footprint quotations assume corporate emissions are effectively 0 because business emissions are all rolled into the figures for their customers. But we’ll assume here that this is not the case.)

In the last decade Shell actually usually made more profit in both Asia and Europe, separately, than in the Americas. (The overwhelming majority of its profit in the Americas is from the US, but even adding in the rest they still usually get more from Asia and Europe — and even in years where the Americas aren’t in third place, they still don’t go far above a third of the total). Let’s simplify and say that the Americas make up a third of their profits and the US is 30%. (These are both overestimates, meaning they will tend to reduce the estimated number of customers.)

Shell had, in 2019, a 12.5% share of gas sales in the US. (No need to round or anything, that’s directly the number Statista.com said.)

In 2019, there were over 276 million registered vehicles in the US; we’ll round down to 250 million to account for public vehicles — there are buses in the US — and those people who personally own multiple vehicles.

So, out of an estimated 250 million gasoline buyers in the US in 2019, Shell had a 12.5% share, which is 31.25 million; call it 30 million. We are explicitly assuming that Shell makes the same profit per customer everywhere in the world and the US generally makes up 30% of its profits, so each percentage of its profit is 1 million people, and therefore worldwide it has 100 million customers. (I swear I didn’t pick any of the rounded values with this in mind in advance — the numbers just worked out that way.) (I suspect that this number is far too low, but it’s a loose estimate to demonstrate my point so that isn’t really all that important.)

Now, if Shell is generating enough emissions that an average person would have to live 77 million years, but it has 100 million customers, then from another perspective it is raising the emissions of its customers by slightly over ¾ — if the average person is personally responsible for annual carbon emissions of 4 tons (the global average; much higher for developed nations), then by being a Shell customer, they cause an additional 3 tons of emissions for which they are not considered personally responsible. That’s pretty terrible, but I’m not 100% convinced that it is possible to have fossil fuel usage without figures that are just as appalling — in which case the problem isn’t that Shell is specifically Shell, it’s that gas companies exist at all. It would be interesting to patch up the estimated value above to correct for the assumptions and get more accurate values, and then to do the calculations for other gas companies and see whether Shell really is more egregious than the others; if that were the case, it would immediately justify worldwide consumer boycotts — you could immediately lower your carbon footprint, without even cutting your gas consumption, by simply not using Shell gas.

(If the average emissions figure per person includes all the emissions from consumerism, as I mentioned that carbon footprint calculators tend to do, then it means — with this estimate, at least — that ¾ of the average Shell customer’s annual emissions are purely from their gas purchases from Shell, and that’s even more appalling!)

feel free to share the truth...

[insightsresearch]

Refining Catalysts Market Size, Share, Trends, Global Report, Industry Forecast

Analysis of Global Refining Catalysts Market Size by Research Nester Reveals Market to Expand with a CAGR of 4.2% During 2024-2037, Reaching 14.6 USD billion by 2037

Research Nester assesses the growth and market size of the global refining catalysts market, driven by rising demand for energy supplies and technological advancements.

Research Nester’s recent market research analysis on "Global Refining Catalysts Market: Supply & Demand Analysis, Growth Forecasts, Statistics Report 2024-2037" provides an in-depth competitor analysis and an extensive overview of the global refining catalysts market, segmented by type, component, and region.

Increasing Demand for Energy and Advanced Refining Solutions to Boost Global Market Growth

The refining catalysts market is anticipated to witness rapid growth due to increasing demand for energy supplies from all over the world and virtually unparalleled technological advances. Due to this pressure for efficiency and low emissions refineries are calling for advanced catalytic solutions. Stricter environmental regulations drive the adoption of catalysts that cut harmful emissions and improve yields in general. New opportunities are opening up for market participants as a result of the movement toward cleaner fuels. Other factors contributing to the rise in demand for refining catalysts are investments in modernizing refinery infrastructure. 

Access our detailed report at: https://www.researchnester.com/reports/refinery-process-chemicals-market/3455

Key Drivers and Challenges Influencing the Refining Catalysts Market

Here are some of the drivers and challenges influencing the demand for refining catalysts through 2037:

Growth Drivers:

Increasing global demand for energy supplies

Adoption of advanced catalytic solutions in refineries

Challenges:

Strict environmental regulations

High costs associated with technological advancements

By type, the FCC catalysts segment is expected to dominate the market, holding about 38.1% share during the forecast period. FCC catalysts are highly important in heavy crude oil processing of lighter and more valuable petroleum products. The complexity profile of crude oils is changing, and refiners globally are addressing how to achieve maximum efficiency and yield by implementing high-performance FCC catalysts. Next-generation FCC catalysts are currently under construction and are showing better performance and selectivity. Growth in this segment is driven due to the need for sustainability and improvement in refining processes. FCC catalysts will also continue to remain one of the main focus areas in the refinery catalysts market.

By region, Asia Pacific excluding Japan is expected to lead the refining catalysts market with 35.0% of the share during the forecast period. The growth in the region is driven by rapid industrialization and urbanization of countries such as India and China. Also, several efforts taken by the Indian government to enhance the refining capacity, including the upgrading of facilities, increase the demand for advanced catalytic solutions. Moreover, the push for cleaner fuels and higher output of petroleum products positions China as one of the significant players. The investments in refining capabilities will keep APEJ at the forefront of market developments.

Customized report@ https://www.researchnester.com/customized-reports-3455

Some of the key players included in the report include ExxonMobil, Shell Catalysts & Technologies, and BASF, driving innovation to cater to the industry's requirements. Companies such as Honeywell UOP, Clariant, and Albemarle Corporation contribute to quality improvements in the solutions being applied to a wide array of refining processes.  Other companies such as Haldor Topsoe, Sinopec Corp, Evonik Industries AG, and Antenchem are developing their offerings in an attempt to stay competitive.

Request Report Sample@ https://www.researchnester.com/sample-request-3455 Research Nester Analytics is a leading service provider for strategic market research and consulting. We provide unbiased, unparalleled market insights and industry analysis to help industries, conglomerates, and executives make informed decisions regarding future marketing strategy, expansion, and investments. We believe every business can expand its horizon with the right guidance at the right time. Our out-of-the-box thinking helps clients navigate future uncertainties and market dynamics.

Contact for more Info:

AJ Daniel

Email: info@researchnester.com

U.S. Phone: +1 646 586 9123

U.K. Phone: +44 203 608 5919

[surbhijamdade]

Revenue Forecast and Competitive Landscape for the Wax Market

Wax Market Strategies: Taking Advantage of Trends to Drive Growth in 2032

The Wax Market Report provides essential insights for business strategists, offering a comprehensive overview of industry trends and growth projections. It includes detailed historical and future data on costs, revenues, supply, and demand, where applicable. The report features an in-depth analysis of the value chain and distributor networks.

Employing various analytical techniques such as SWOT analysis, Porter’s Five Forces analysis, and feasibility studies, the report offers a thorough understanding of competitive dynamics, the risk of substitutes and new entrants, and identifies strengths, challenges, and business opportunities. This detailed assessment covers current patterns, driving factors, limitations, emerging developments, and high-growth areas, aiding stakeholders in making informed strategic decisions based on both current and future market trends. Additionally, the report includes an examination of the Automatic Rising Arm Barriers sector and its key opportunities.

According to Straits Research, the global Wax Market market size was valued at USD 10.21 Billion in 2022. It is projected to reach from USD XX Billion in 2023 to USD 14.65 Billion by 2031, growing at a CAGR of 4.11% during the forecast period (2023–2031).

Get Free Request Sample Report @ https://straitsresearch.com/report/wax-market/request-sample

TOP Key Industry Players of the Wax Market

Sinopec Corp

China National Petroleum Corporation

HollyFrontier Corporation

Dow

Baker Hughes Company

Sasol Limited

Evonik Industries AG

BASF SE

Honeywell International Inc.

Mitsui Chemicals Inc.

Exxon Mobil Corporation

Royal Dutch Shell P.L.C

Global Wax Market: Segmentation

As a result of the Wax market segmentation, the market is divided into sub-segments based on product type, application, as well as regional and country-level forecasts. 

By Product

Mineral

Synthetic

Natural

By Applications

Candles

Packaging

Plastic and Rubber

Pharmaceuticals

Cosmetics and Toiletries

Fire Logs

Adhesives

Others 

Browse Full Report and TOC @ https://straitsresearch.com/report/wax-market/request-sample

Reasons for Buying This Report:

Provides an analysis of the evolving competitive landscape of the Automatic Rising Arm Barriers market.

Offers analytical insights and strategic planning guidance to support informed business decisions.

Highlights key market dynamics, including drivers, restraints, emerging trends, developments, and opportunities.

Includes market estimates by region and profiles of various industry stakeholders.

Aids in understanding critical market segments.

Delivers extensive data on trends that could impact market growth.

Research Methodology:

Utilizes a robust methodology involving data triangulation with top-down and bottom-up approaches.

Validates market estimates through primary research with key stakeholders.

Estimates market size and forecasts for different segments at global, regional, and country levels using reliable published sources and stakeholder interviews.

About Straits Research

Straits Research is dedicated to providing businesses with the highest quality market research services. With a team of experienced researchers and analysts, we strive to deliver insightful and actionable data that helps our clients make informed decisions about their industry and market. Our customized approach allows us to tailor our research to each client's specific needs and goals, ensuring that they receive the most relevant and valuable insights.

Contact Us

Email: sales@straitsresearch.com

Address: 825 3rd Avenue, New York, NY, USA, 10022

Tel: UK: +44 203 695 0070, USA: +1 646 905 0080

[stone-cold-groove]

Illustration detail from Shell Petroleum Corporation’s New Orleans and Vicinity Road Map - 1932.

[savibangar]

Automotive Lubricants Market to be Worth $114.2 Billion by 2030

Meticulous Research®—a prominent global market research firm—has released a report titled "Automotive Lubricants Market by Product Type (Engine Oil, Transmission & Hydraulic Fluids, Gear Oil, Grease, Chain Oil, Brake Fluids), Vehicle Type, Composition, Sales Channel, and Geography - Global Forecast to 2030."

Download Research Report Sample @ https://www.meticulousresearch.com/download-sample-report/cp_id=5036

The report indicates that the automotive lubricants market is anticipated to reach $114.2 billion by 2030, with a compound annual growth rate (CAGR) of 7.8% during the forecast period. Key drivers for this growth include increasing demand for high-performance lubricants, rapid advancements in transportation infrastructure, a booming automotive industry with rising vehicle production, and a growing preference for sustainable lubricants. However, challenges such as decreased demand from electric vehicles and fluctuating raw material prices may impact market growth.

Emerging economies present significant growth opportunities, alongside the rising demand for eco-friendly lubricants. Nevertheless, the development of compatible lubricants for electric and hydrogen fuel cell vehicles, along with volatile pricing, could pose hurdles. A notable trend in the market is the increasing demand for thinner engine oils.

Meticulous Research® has segmented the market based on product type, vehicle type, composition, sales channel, and geography for comprehensive analysis. The study also assesses competitors and analyzes market dynamics at regional and national levels.

By product type, the market includes engine oil, transmission & hydraulic fluids, gear oil, grease, chain oil, brake fluids, and others. In 2024, engine oil is projected to dominate the market, driven by the need for improved fuel efficiency in internal combustion engine (ICE) vehicles and strong aftermarket demand. Meanwhile, the grease segment is expected to exhibit the highest CAGR during the forecast period.

In terms of vehicle type, the market is categorized into internal combustion engine vehicles, electric vehicles, natural gas engines, and hydrogen-powered vehicles. The internal combustion engine segment is forecasted to hold the largest market share in 2024, supported by advancements in efficiency and performance, as well as strict emissions regulations. Conversely, the electric vehicle segment is anticipated to grow at the fastest rate.

Browse in depth @ https://www.meticulousresearch.com/product/automotive-lubricants-market-5036

The market composition includes mineral oil lubricants, fully synthetic oil lubricants, and semi-synthetic lubricants. Fully synthetic oil lubricants are expected to dominate in 2024 due to their high performance and advantages in fuel economy and emissions reduction, and this segment is also projected to achieve the highest CAGR.

Sales channels are divided into original equipment manufacturers and aftermarket segments. The aftermarket is expected to lead the market share in 2024, fueled by increasing car ownership, particularly in emerging economies, and growing awareness of lubricant benefits for vehicle efficiency. This segment is also predicted to grow at the highest rate.

Geographically, the automotive lubricants market is segmented into North America, Europe, Asia-Pacific, Latin America, and the Middle East & Africa. Asia-Pacific is expected to capture the largest market share in 2024, thanks to rapid automotive industry growth, strong government support, and the presence of key manufacturers. This region is also projected to see the highest CAGR.

**Key Players:**

Prominent players in the automotive lubricants market include Shell International B.V. (Netherlands), Exxon Mobil Corporation (U.S.), FUCHS PETROLUB SE (Germany), Motul (France), Phillips 66 Company (U.S.), Repsol, S.A. (Spain), SK Enmove Co., Ltd. (South Korea), China National Petroleum Corporation (China), Klüber Lubrication München Se & Co. KG (Germany), Amsoil Inc. (U.S.), Petróleo Brasileiro S.A. — Petrobras (Brazil), Valvoline Inc. (U.S.), Sinopec India (China), Chevron Corporation (U.S.), BP P.L.C. (U.K.), and Castrol Limited (U.K.).

Request Customization Report @ https://www.meticulousresearch.com/request-customization/cp_id=5036

[shubhampawrainfinium]

From Turbine to Eco-Friendly: The Race to Sustainable Aviation Fuel

The global aviation fuel market is on a steady growth trajectory, driven by rising air traffic, increased commercial aircraft operations, and advancements in fuel efficiency. According to the report, the aviation fuel market was valued at approximately USD 225 billion in 2022 and is projected to reach nearly USD 340 billion by 2028, expanding at a CAGR of around 7% over the forecast period of 2022 to 2028.

What is Aviation Fuel?

Aviation fuel refers to specialized types of petroleum-based fuel used to power aircraft. There are two main types: Jet-A and Jet-A1 for commercial and military aircraft, and Avgas for smaller piston-engine aircraft. In recent years, there has been a growing focus on sustainable aviation fuel (SAF), which incorporates biofuels and other renewable sources to reduce emissions and enhance environmental sustainability.

Get Sample pages of Report: https://www.infiniumglobalresearch.com/reports/sample-request/42542

Market Dynamics and Growth Drivers

Several factors contribute to the projected growth of the global aviation fuel market:

Rise in Air Travel and Tourism: As global tourism recovers and passenger volumes increase, particularly in emerging economies, the demand for aviation fuel is expected to grow accordingly.

Expansion of Commercial and Cargo Fleets: The rise of e-commerce and increased demand for air freight have contributed to a surge in cargo flights, boosting the demand for aviation fuel. Additionally, many airlines are expanding their fleets and adding routes to meet rising demand, further stimulating fuel consumption.

Development of Sustainable Aviation Fuel (SAF): In response to environmental concerns, there has been a shift toward sustainable fuel options, including SAF. Although SAF currently represents a small fraction of total fuel consumption, its adoption is expected to grow as regulatory support and investments increase.

Fuel Efficiency Innovations: Airlines are adopting more fuel-efficient aircraft and engines to reduce costs and minimize environmental impact. Although this trend may slightly limit overall fuel demand growth, it fosters technological innovation within the aviation fuel market.

Regional Analysis

North America: North America is a leading consumer of aviation fuel, driven by the high volume of both commercial and private flights. The region is also at the forefront of SAF initiatives and regulatory support for lower emissions, influencing the adoption of alternative fuels.

Europe: Europe is witnessing robust growth in aviation fuel demand, spurred by a surge in intra-regional travel and regulatory measures promoting the use of SAF to meet the EU’s climate targets.

Asia-Pacific: Asia-Pacific is expected to experience the highest growth in aviation fuel consumption, propelled by expanding middle-class populations, rising disposable incomes, and increased air travel demand. Major aviation hubs in China, India, and Southeast Asia are experiencing a boom in both domestic and international flights.

Middle East and Africa: With a focus on long-haul flights, the Middle East has significant demand for aviation fuel, driven by key players like Emirates, Qatar Airways, and Etihad. Meanwhile, Africa is experiencing growth, though at a more moderate pace, as infrastructure and air travel access continue to develop.

Competitive Landscape

The aviation fuel market is competitive, with a mix of established oil and gas giants, fuel suppliers, and new entrants focusing on SAF. Key players include:

ExxonMobil: As a major global fuel supplier, ExxonMobil is involved in producing traditional aviation fuel and is investing in SAF initiatives to align with global sustainability goals.

Royal Dutch Shell: Shell is a leading supplier of aviation fuel and has dedicated significant resources to SAF development, aiming to reduce carbon emissions in the aviation sector.

Chevron Corporation: Chevron supplies aviation fuel worldwide and is focused on expanding its SAF capabilities, partnering with airlines to promote cleaner fuel options.

TotalEnergies: This French multinational has committed to sustainable fuel solutions and operates several SAF production facilities, partnering with airlines to drive SAF adoption.

Report Overview : https://www.infiniumglobalresearch.com/reports/global-aviation-fuel-market

Challenges and Opportunities

The aviation fuel market faces several challenges, including fluctuating crude oil prices, geopolitical tensions, and environmental pressures. However, these challenges are balanced by promising opportunities:

SAF Development and Adoption: As regulations around emissions intensify, SAF represents a viable solution to reduce the aviation industry’s carbon footprint. Increased investments and advancements in SAF technologies are expected to drive market growth.

Increased Investments in Fuel Efficiency: Airlines and manufacturers are constantly working to improve fuel efficiency, which could slow traditional fuel demand but also encourage the adoption of innovative solutions, including SAF and advanced jet fuel formulations.

Conclusion

The global aviation fuel market is anticipated to grow from USD 225 billion in 2022 to nearly USD 340 billion by 2028, at a CAGR of approximately 7%. While conventional aviation fuel will continue to dominate, SAF and other eco-friendly alternatives are gaining traction due to environmental and regulatory pressures. As air travel continues to recover and expand globally, the aviation fuel market is expected to see sustained growth through advancements in sustainable fuel solutions and infrastructure expansion.Bottom of Form

Discover More of Our Reports

Aeroponics Farming Market

[industrynewsupdates]

How Technology is Transforming the Heat Transfer Fluids Market

The global heat transfer fluids market was estimated to be valued at approximately USD 11.06 billion in 2023, with expectations to grow at a compound annual growth rate (CAGR) of 3.7% from 2024 to 2030. One of the key factors driving this demand is the rapid adoption of concentrated solar power (CSP) technologies worldwide. Heat transfer fluids (HTFs) are industrial products derived from petroleum sources that play a crucial role in preventing overheating and storing thermal energy. The primary raw materials used in the production of these fluids include crude oil, silica, and base oils. Essential characteristics that define a heat transfer fluid include low viscosity, a non-corrosive nature, high thermal conductivity, high diffusivity, and the ability to withstand extreme phase transition temperatures.

Traditionally, heat transfer fluids have been utilized solely for the purpose of transferring heat to process streams. However, selecting the appropriate HTF is a complex process that involves multiple considerations, such as pumpability, thermal stability, and pressure requirements. The importance of heat transfer fluids is growing, especially in applications like extracting heat from the sun in concentrated solar panels and facilitating gas and oil processing in colder climates.

The COVID-19 pandemic caused significant disruptions in businesses and supply chains globally. The negative repercussions on the oil and gas industry also hindered the growth of the heat transfer fluid market. A decline in both supply and demand for oil and gas—particularly in North America and Europe—halted both onshore and offshore production processes, which adversely affected the heat transfer fluids market. Moreover, the suspension of new solar power project installations and disruptions in the operations of existing plants further obstructed market growth.

Gather more insights about the market drivers, restrains and growth of the Heat Transfer Fluids Market

Market Concentration and Characteristics

The heat transfer fluids market is moderately consolidated, featuring the presence of several large players, including Dow Inc., Exxon Mobil Corporation, British Petroleum, Eastman Chemical Company, and Royal Dutch Shell. To navigate competitive pressures, market players are adopting product differentiation strategies that help them avoid price wars.

There has been a high level of merger and acquisition activity in the market over the past few years. For example, Indian oil and gas producer Oil & Natural Gas Corp (ONGC) successfully acquired Hindustan Petroleum Co. Ltd. (HPCL) by purchasing 51.11% of its shares, becoming the first vertically integrated oil manufacturer in the country. Such strategic moves by key companies around the world illustrate their operational strategies aimed at maintaining sustainability and competitiveness within the global heat transfer fluids ecosystem.

Companies operating in the heat transfer fluids market are highly competitive and well-integrated along the value chain. A comprehensive analysis of 24 leading producers worldwide has shown that nearly 55% of heat transfer fluid manufacturers are also engaged in the captive production of basic raw materials and allied feedstock.

An important aspect of competition within the industry is the variety of product offerings. On average, companies provide around seven different variants of heat transfer fluids, with Dynalene, Dow, Radco Industries, BASF, and Eastman being notable for offering the highest number of products in the marketplace. In contrast, smaller-scale companies often focus on specialized offerings, with their heat transfer fluid products catering to a broader temperature range and a diverse customer base at the national level.

Order a free sample PDF of the Heat Transfer Fluids Market Intelligence Study, published by Grand View Research.

[caalaadd]

2021 NNPC / SNEPCo National University Scholarship Programme

ngojobsinafrica The Nigerian National Petroleum Corporation (NNPC), Shell Nigeria Exploration and Production Company Limited (SNEPCo) and its co-venture partners hereby invites applications from qualified Nigerian students for the 2021 NNPC/SNEPCo National University Scholarship Programme. Applications are invited for: Title: 2021 NNPC / SNEPCo National University Scholarship…

[janetushar1]

Lubricants For Wind Turbines Market to Hit $275.9 Million by 2032

The global Lubricants For Wind Turbines Market was valued at USD 155.9 Million in 2024 and it is estimated to garner USD 275.9 Million by 2032 with a registered CAGR of 8.5% during the forecast period 2024 to 2032.

Global Lubricants For Wind Turbines Market Research Report 2024, Growth Rate, Market Segmentation, Lubricants For Wind Turbines Market. It affords qualitative and quantitative insights in phrases of market size, destiny trends, and nearby outlook Lubricants For Wind Turbines Market. Contemporary possibilities projected to influence the destiny capability of the market are analyzed in the report. Additionally, the document affords special insights into the opposition in particular industries and diverse businesses. This document in addition examines and evaluates the contemporary outlook for the ever-evolving commercial enterprise area and the prevailing and future outcomes of the market.

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The Major Players Profiled in the Market Report are:-

CNPC, Exxon Mobil, BP, Total Lubricants, Quaker Chemical, Southwestern Petroleum Corporation, CNOOC, Axel Christiernsson, Klüber, Dow Corning, FUCHS, SKF, Sinopec, Indian Oil Corporation, Chevron, Petro-Canada, JX Nippon, Oil & Energy Corporation, LUKOIL, Shell.

Lubricants For Wind Turbines Market 2024 covers powerful research on global industry size, share, and growth which will allow clients to view possible requirements and forecasts. Opportunities and drivers are assembled after in-depth research by the expertise of the construction robot market. The Lubricants For Wind Turbines Market report provides an analysis of future development strategies, key players, competitive potential, and key challenges in the industry.

Global Lubricants For Wind Turbines Market Report 2024 reveals all critical factors related to diverse boom factors inclusive of contemporary trends and traits withinside the worldwide enterprise. It affords a complete review of the top manufacturers, present-day enterprise status, boom sectors, and commercial enterprise improvement plans for the destiny scope.

The Lubricants For Wind Turbines Market document objectives to offer nearby improvement to the market using elements inclusive of income revenue, destiny market boom rate. It gives special observation and analysis of key aspects with quite a few studies strategies consisting of frenzy and pestle evaluation, highlighting present-day market conditions. to be. Additionally, the document affords insightful records approximately the destiny techniques and opportunities of worldwide players.

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Global Lubricants For Wind Turbines Market, By Region

1) North America- (United States, Canada, Mexico, Cuba, Guatemala, Panama, Barbados, and many others)

2) Europe- (Germany, France, UK, Italy, Russia, Spain, Netherlands, Switzerland, Belgium, and many others)

3) the Asia Pacific- (China, Japan, Korea, India, Australia, Indonesia, Thailand, Philippines, Vietnam, and many others)

4) the Middle East & Africa- (Turkey, Saudi Arabia, United Arab Emirates, South Africa, Israel, Egypt, Nigeria, and many others)

5) Latin America- (Brazil, Argentina, Colombia, Chile, Peru, and many others)

This Lubricants For Wind Turbines Market Research/analysis Report Contains Answers to your following Questions

What trends, challenges, and barriers will impact the development and sizing of the global market?

What is the Lubricants For Wind Turbines Market growth accelerator during the forecast period?

SWOT Analysis of key players along with its profile and Porter’s five forces analysis to supplement the same.

How much is the Lubricants For Wind Turbines Market industry worth in 2019? and estimated size by 2024?

How large is the Lubricants For Wind Turbines Market? How long will it keep growing and at what rate?

Which section or location will force the market and why?

What is the important thing current tendencies witnessed in the Lubricants For Wind Turbines Market?

Who are the top players in the market?

What and How many patents are filed by the leading players?

What is our Offering for a bright industry future?

The Research Objectives of this Report are to:-

Company, key regions/countries, merchandise and applications, historical records from 2018 to 2022, and global Lubricants For Wind Turbines Market till 2032. Study and analyze the market length (cost and volume).

To recognize the structure of Lubricants For Wind Turbines Market via way of means of figuring out its numerous subsegments.

Lubricants For Wind Turbines Market on the subject of the primary regions (with every essential country). Predict the cost and length of submarkets.

To examine the Lubricants For Wind Turbines Markets with appreciation to person boom trends, destiny prospects, and their contribution to the general market.

To examine aggressive trends consisting of expansions, contracts, new product launches, and acquisitions withinside the market.

Strategic profiling of key gamers and complete evaluation of growth strategies.

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Reasons to Buy Market Report

The market record presents a qualitative and quantitative analysis of the market based on segmentation that includes each economic and non-economic element.

Lubricants For Wind Turbines Market through the region. The market evaluation highlights the consumption of products/services in areas and well-known shows elements influencing the market in every region.

Lubricants For Wind Turbines Market. It consists of an in-depth analysis of the market from specific views via Market Porter's Five Forces Analysis and provides insights into the market via the Value Chain.

The Lubricants For Wind Turbines Market file provides an outline of market fee (USD) information for every segment and sub-segment.

It consists of an in-depth analysis of the market from distinct views via a 5 forces analysis of the Lubricants For Wind Turbines Market and offers insights into the market through the fee chain.

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