Having recently worked out new promotion images to attract investors for Kolibri and shared them on LinkedIn, the halftime for the attention about LinkedIn articles sure is very short. So Mike asked me why I wouldn’t put them in the blog. So here you go. I think you see the development from 14 to 16 October?
14 October: On Kolibri Profitability
Got asked about Kolibri profitability. We intend to start with min. 4 and up to 21 aircraft (higher initial investment = less overhead cost per aircraft, more routes = lower risk). More than 200 a/c year 10.
Roughly serving more than 65 million passengers a year, sustainably employing more than 20,000 people, creating more than 60,000 other jobs in Europe. A #highlyprofitable#billioneurobusiness if you avoid the common mistakes.
And as I keep saying. If you want to be a #profitableairline manager, #thinkoutsidethebox. Way outside the box. The same if you want to launch a profitable lighthouse airline to fly climate-neutral within a decade.
This last week began with a client in North America, continued with a call from a subject matter expert in South America and culminated in two discussions I commented a bit longer on. Triggering this new article talking about “digital in aviation”, pioneering days and the impact of dinosaurs. And why we suffer in aviation from too much #talkthetalk
Not Invented Here, part 1
Last week, I had a lengthy phone call with an airport manager in the U.S. Snow-Belt, asking me about ideas, how to break up the silo thinking that keeps all his ideas about a common airport operations center as a basis for some A-CDM-style development from moving forward. Next winter approaching, he’s worried about repeating the past years’ experience of unnecessary delays. “The airline always knows better” he complained to me. If we offer them solution, it’s not theirs, so it’s being turned down. Communication is faulty and in crisis, everyone works on their own. #talkthetalk
Passengers spend 156 Minutes at AMS
Now give me a break. When I read this “promo” on LinkedIn, is it just me, seeing the fault in it?
As I outlined 2011 and 2014 in my two posts about a contemporary check-in process, contemporary airport passenger processes, to be attractive for the passenger, we need to minimize the wait time, the “ineffective” time spend at airports! It’s the big advantage of regional aviation, to minimize airport spent time.
Planning my current travels, I will spend some time with the family in Northern Germany, in between two events in Switzerland. In both cases, traveling eight hours by train will reflect in several hundred Euros in cost savings, and adds less than an hour on the total travel time door-to-door. As no, the meetings are not in Zürich.
This reminded me of the time we pioneered online travel booking (today Amadeus’ Cytric™). Own story. But as I mentioned back in 2018, compared to those pioneering days, development has almost come to a halt, with just little cosmetics and changes to the functionalities. Very little real improvements.
Working on what was to become Cytric and the first commercially used corporate online booking tool, we discussed:
The Multimodal Approach
Our vision for what was to be Cytric, that we wanted to follow, a vision not existing now, 25 years later, was to enter the home address, the destination address and the system would provide you the best travel options for you to get to the airport using car, rail, taxi, whatever, fly towards your destination and again take rail, taxi, rental car, whatever, to get to where you needed to go.
Back in those days, we already understood that it’s not about the flight. Or rail. The customer, especially the business traveler, needs to go somewhere. Getting to and from the airport, the check-in process and delays, connecting and waiting for the connecting flight, getting off the airport, all adds to the travel time. But even mighty Google only offers me to select one mode of transport, i.e. car, rail or flight… #talkthetalk
Travel Agent or Data Processor?
Speaking about Business Travel Management, we don’t need data typists any more. In the good old days, travel agents were the experts, knowing how to get the traveler from A to B, halfway (or all) around the world… Then came the GDS and the travel agents became data interfaces to the big data accessed through travel computers being connected with mighty servers. Something we call cloud computing today, using “dummy terminals”. Using codes like AN19DECFRAMIA and SS1B1M2 to search for and book a flight. Or similar complicated tools to book a rail ticket.
(And yes, that’s me in the American Airline office back in 1987 at an “ICOT” terminal.)
Then we enabled online booking and all that easy trips anyone can “book” now without any help. But what if you want to combine several destinations? What if you’re not living in Frankfurt or Paris, but in a rural, small industrial town with not many flights? We need the real travel agents again. Not the data processors. We need travel experts, that require strong and ongoing training and some specialization to provide the customer with a solution to their travel needs. That think beyond computer algorithms and understand “cross tickets” or “interlining” or multimodal travel. That take into account getting from and to the transportation hubs. And less conservatism, opposition to change and other #talkthetalk
Total Travel Time
It is why I believe we need regional aviation and we need more of it. Smaller aircraft, connecting secondary cities, offering quick and direct connection. Hubs are good for the global networks. And as I kept and keep emphasizing. Regional airports must not look out, how to get their locals out to the world. But to justify their existence, they need to bring the world to their regions! If that is by car, bus, train and/or flight is irrelevant for the passenger. To offer good connections at competitive cost and speed is the task at hand. And no, there is no reason for #flygskam if you do that right.
We need holistic thinking. Beyond our petty box. And less #talkthetalk
The “C” in A-CDM
On the call from an aviation IT professional it triggered that A-CDM is for big airports only. Is it?
As I approached it back in 2016/17 and shared the learning curve at Passenger Terminal Expo 2017, the first step into A-CDM is and must always be a collaborative approach between the stakeholders at the airport. Systems and IT are secondary. Less than secondary! It is about tearing down siloes in the heads, between the stakeholders. The development of a common understanding of the common goal to optimize the processes for the greater good: A smooth management of airport operations beyond “the operations management”. Overall. Holistic.
And unfortunately, only once you did your homework at the airport … or the airline … the air traffic control, only then you can reach out to integrate with other A-CDM systems. And beyond. Not behind paywalls, but sharing for joint process improvements.
But then I research airports and my birth country Germany, mighty pacemaker in A-CDM, the ANSP (German Air Traffic Control) hides the basic aviation data from the Aeronautical Information Publication (AIP) is hidden behind a paywall. So other sites, like OpenStreetMaps, Wikipedia, etc. are forced to use secondary sources. Are you kidding me? And yes, even for countries with a truly open AIP, we find some 10% of discrepancies on the data. As those AIPs are published as PDF, not as data tables to quickly update. And the IATA code search is full of airports defunct for years. As they simply “add” but never check… And hide their misery behind a paywall? #talkthetalk
OTA + NDC – Barrel Bursts
An older article addressed NDC, the “New Distribution Capability” as a barrel burst. And reminded me of my project back in 2006/07, when we tried to develop a common database for hotel-information (descriptive) based on the OpenTravel Alliance XML standards that I had originally worked on in the early days. The standard has been so blown-up, that you simply can’t “comply” with a standard set of features, but anyone can pick what they want and that not being the same that others use, we have an overblown “standard” that in practical life allows everyone to be compliant, but still speaking totally different languages.
The same is with NDC. Original idea of NDC was to allow standard packaging of new or unique parts into the package. I recall early discussions when airlines started to unravel their travel packages and thought a way to package their individualized offers with new and unique ancillaries. The demand was to overcome the limitations of the smallest common denominator represented by the classic GDS. Nowadays, the GDS-ability to manage NDC is a key driver… In my opinion, the original intend was completely turned around. It’s now focused on a solution to put anything the airline comes up with in boxes that the GDS can manage.
As a bold example, we had the AIRIMP back in the 80s. To date, it is the smallest common denominator all airlines work with. Even though, a large number of functionalities specified in the AIRIMP are amiss in all those hip online (flight) booking interfaces (here’s the AIRIMP’s table of content). 26 years after we did the first commercial flight bookings on the web. Again a lot of #talkthetalk, tons of bold ideas how to make things better, whereas the basics are not yet covered? #talkthetalk
A-CDM and TAM are in a large part about disruption management. Ten years ago we talked about “situational awareness” to manage disruptions. And I ask the same question ever since. I would like to see a tool that reflects the contemporary visualization of not what hits us now, but to see, how our industry-partner’s efforts impact the setbacks from weather, technical etc. – to identify hours ahead bottlenecks from aircraft delays, crews exceeding their duty hours, technical problems, peaks exceeding capacity, ATC problems, ground problems.
To do this, we must exchange data in large scale. All I see is data siloes and paywalls and a distrust to share data, keeping defunct and outdated processes alive, but no vision of collaboration on an industry scale. That even no matter that the same data is available in island solutions on interfaces like flightradar or the individual airports’ websites. #talkthetalk
The Source of the Most Common Truth
Our main problem is that our Powers-That-Be still consider themselves in a competition. Data is value, so put it in siloes. Where OpenStreetMap enabled mapping solutions, aviation data is still locked away. It takes two months until IATA publishes passenger data, after four months those numbers happen to differ substantially.
Looking at ICAO vs. the national AIP data, there are differences aplenty, worse even for IATA. So instead of working all together to manage common data together, we have different sources with different data. It is what I learned at SITA to be the art to find “The Source of the Most Common Truth”. There are industries living to develop and manage tools to overcome standard industry messages with airlines adding non-standard “features” to their messages, forcing rejects and delayed processing.
Back in 1995, Bill Gates spoke about the Internet about “Information at your Fingertips”. For the aviation, that is #talkthetalk
Status Quo + Outlook
Where aviation in the 1960s to -80s was a pacemaker in global eCommerce, it is now limping behind. Can tell stories about replies from industry bodies when I informed them about factual mistakes in their data. And their ignorance shown by neither directing the report to their PTBs, nor updating the faulty information. Instead of working together to develop the aviation of the future, we have conservative forces in play that hinder real development. Be that about A-CDM, data interfaces, data intelligence. We limp behind and instead of doing, we #talkthetalk.
Sure the same is true on sustainable aviation, but that’s another topic I discussed and discuss in other blog articles.
To overcome this, we must strengthen IATA and ICAO and demand the change from our PTBs. Stop the paywalls, speed up the availability of LIVE KPIs. Once a flight is finished the data must be available. Not tomorrow. All else is #talkthetalk.
My humble opinion. Happy to discuss how we can encourage real CHANGE.
Looking at the past two years struggling to find investors for Kolibri, to change aviation and develop the proof-of-concept for carbon-neutral aviation, meeting with impact investors, family office principals, venture capitalists and others, European, Arabic, North American and even Asia resulted in quite some disillusioning.
Two lessons learned.
Lesson 1: It’s All About Energy
If. If we really want to stop global warming, it boils down to reduce our energy demand. On a global level. But the reality is quite opposite.
While the current clash with Russia should be another wake-up call, it just proves that and how far we are from saving energy. From removing our energy footprint. Instead our leaders travel the world buying fracking-gas, crude oil and “natural” gas (from crude) to feed the ongoing hunger. We can’t expand “sustainable energy” fast enough, to reduce, less to replace all the oil, coal and gas we consume for our energy hunger. And building windparks, water-power-plants, solar parks also comes with a toll. One we have no idea yet on how to avoid the negative repercussions to our world. Which I i.e. addressed last year in my question about Wind Parks and the Butterfly Effect and the fixed page on The Sustainability-Energy Dilemma…
If we use more energy to solve any of the famous United Nations Sustainable Development Goals, it’ll be a barrel burst! If we go for electric cars, is that more than putting a band aid on a purulent wound? Are the developments about electric flight or hydrogen aircraft anything more than delaying tactics by our industry to justify their lousy 2%-blending goal? Look at my whitepaper about #greenwashing if you want to find more examples.
Lesson 2: The Reality Behind Impact Investing
Now my litmus test to distinguish real sustainable investing from #greenwashing is simple: What is the Net Energy Impact? And yes. I’m kind’a sorry… But that includes many, if not most of those fancy “green tech solutions”. They are nothing but another distraction keeping us from the real challenge. And an excuse from governments and investors alike to avoid the real, industrial scale change we truly need!
Also known as #talkthetalk …
Call for Action
Part I: To investors: We are slowly running out of money on our plans for Kolibri. We have succeeded due diligences. We have a holistic approach covering the U.N. SDGs. And we plan to reach break-even within one, be profitable in three years. And to benefit from the “new normal” enforced by Corona and the Invasion of the Ukraine. But to do this we need a sizeable launch-funding and our ideas to establish the technology to fly Carbon-neutral is even more expensive. It ain’t cheap to turn an airline carbon-neutral, but it is possible! So there are three steps. Step 1: Launch a profitable new regional airline with competitive cost-levels to stand out in the shark-pond. Step 2. Expand to lower the cost and generate the revenue to fund Step 3: Establish the infrastructure to turn carbon-neutral … and our ideas for a truly sustainable airline – beyond climate.
If it’s not you, we need commitment to help us secure the funding. Less #talkthetalk
Part II: To All: And for you personally? We as a family reduced our energy consumption by 10% last year. Despite all that modern household-tech, home-office and other energy consumers. What’s your saving?
In the recent weeks, there were some discussions about hopes and expectations for 2022. Related to aviation, tourism, Corona and politics… So let me share some expectations here in a (fast forward) look into 2022/23.
And sure, let’s start with
The Pandemic …
In the first year of the pandemic, in the first wave in May, I voiced my expectation already of Corona CoVID-19 as the new Measles. It’s even less, it will be more like the Flu. Get vaccinated one year for the latest SARS-variants. And keep in mind that SARS is in the wild for almost 20 years, it ain’t new! So to take it with the former German Minister for Health Jens Spahn, we will (globally) have 3G; in German Geimpft (vaccinated), Genesen (recovered) or Gestorben (died).
Omicron being good, as it spreads aggressively with a focus on unvaccinated people, who will then be recovered (or dead). Yes, Yulia and I are boostered, the kids are “officially vaccinated”, got their second shot early January, about as quickly as it was possible for 5 to 11 year old’s. Both wanted it, both had friends suffering the infection with side effects.
But now a new variant hits from Portugal, that seems immune to the vaccines or body’s own defense from previous infection. And Germany is hit by another peak. Whereas the infection rates a mere year ago would have called for lock-downs…? But our airlines promote travel without masks… And what happens, if the next variant is a more hostile version again?
… Turning Endemic (in Europe and U.S.)
There was a very good article on Al Jazeera about why the WHO refuses to turn Covid from a pandemic to an endemic state. Including the graph linked here on the impact of existing endemic diseases.
So given we have covered European and North American countries with enough vaccine for anyone who wants to be vaccinated, three, even four times, the times for lock-down will slowly be past. That will have impact to recovery of intra-European and North American air travel.
The only reasoning allowing for lifting air travel restrictions will then be the the hospitalization rates, though I expect those to go down to more manageable levels. Though we have ongoing reports of countries less privileged with vaccine access that report problems:
The next big challenge is the look across borders and out of the “industry nations”. Over and again, news about vaccines that expired in the richer nations were met by the ones of i.e. African countries being delivered expiring vaccines or even ones that were not certified in the donor countries. At the same time, vaccines like the Russian Sputnik were still not “certified”. In turn, my own mother-in-law was denied entry into Europe as she got Sputnik, to visit to take care of my kids in my absence, while Yulia (my wife) works full time too.
Air Travel Industry #testingregime
“Principle Hope” and the Saint-Florian’s Principle dominate our industry: “Oh holy dear Saint Florian, don’t burn my house, take the neighbors one.”
During the recent handball European Championships, the German’s team played. With a mere four players from the core team, all others infected. Airlines and their lobbyists demand to end mask requirements and testing regimes in gross negligence and full knowledge that all those new variants can only spread that quickly globally by means of air travel.
It is my personal understanding that aviation needs to improve health rules and not hide behind the individual, political rules in place somewhere. How expensive would it be to have temperature scanners added into the check-in- and or security-process? And if someone has high temperature, to demand wearing of an FFP2-mask in flight. A mask that should then be provided if needed. They are no longer excessively expensive. A requirement shared by security with the airline, to ensure safety of the other passengers (and the flight crews). We must think beyond the current pandemic, as this is nothing new, just the worst case so far in “aviation history”.
Airports would be well advised to have processes in place to ensure #testingregime for the current and future infections., demanding and assuring the ability for pre-flight testing.
Given the issue of #vaccinationalism, I expect a first “recovery” in the rich industry nations, but also future variants swapping across those countries like Tsunamis from the neglected countries. Again, what happened to #weareallinthistogether? Or #thenewnormal?
This week I got reminded that the next variant-rise in infections that the experts predict for coming fall (again) is so much like airline winter ops. It hits every year again. To the surprise of the airport and airline managers…? Why is it that the mask requirement is liftet in Germany and I still enter shops with a mask? With about 50% of the shop visitors doing likewise – while the others play Russian Roulette?
Airline Loads and Revenue
Also “again”, we had discussed load and revenue just recently. Whereas aviation experts report own experience with flights cancelled on short notice. Which is met by reports from many airports, that airlines register more flights than sensible, with a large number cancelled in advance due to lack of passengers/revenue.
I keep voicing my concerns that airline management must rethink. The KPI “load factor” is useless by itself, even dangerous. The KPI we must focus on is “revenue”. But in the recent IATA Regional Economic Briefs stopped reporting KPIs that reflect on revenue. Likely as they try to avoid “bad news”? Good-weather-mentality. Works well, when there is sunshine, but we are now in a thunderstorm. Even with some brief respite, we’re anywhere but “back to normal”.
Reports I read fed hopes again about a summer recovery in Europe. A recovery now threatened by the new BA.5 variant spreading throughout Europe. And again, what is the airlines’ role in spreading those new variants so quickly across countries? And Lufthansa recently cancelled 600 flights (5%) for lack of staff. A main reason being the infection of their own. Mainly infected “at work”. What was that again about employee health protection? Naaaw, let’s not play it safe, let’s go back to old normal?
Personally, I’m a bit afraid, we are just in the eye of the storm…
Back to (the new) Normal?
Speaking to airline and airport managers, they prioritize no “new normal” which they promoted in the beginning of the pandemic. But they focus to “renormalize” back to the old normal. Which bites them in the butt over and again. Demands are to lift mask and testing requirements. In an obvious ignorance of the pandemic development. In line with political developments, but not in line with the infection rates.
As I asked before: Why do the new variants spread globally in a matter of weeks, if not days. I am quite sure, they are not contracted that quickly by air. Nor by rail, bus of freight. This should have been a wake-up-call for aviation to understand their role in globalization, not only in commerce, but also in health, in the spread of diseases. How many pandemics does it need for us to start “new thinking” and take responsibility?
What about #weareallinthistogether and #thenewnormal? Ain’t this the “safest industry in the world”? Safety first? What happens if we stray from that priority towards maximized returns, we have learned all watching and commenting on Boeing and the Max (and the 787) disaster(s).
There can be reasons to fly an aircraft even empty.
One being to avoid aircraft hibernation. If an aircraft is not used for too long (and that time frame is rather short), the requirements to “reactivate” the aircraft explode the complexity and cost to do it. So it makes sense to consider which aircraft to take into hibernation, which ones may come soon back into service. And rotate the reserves to make sure they are ready to fly when needed.
Another would be to rotate the pilots to make sure they all keep their “type rating”, their license to fly the aircraft. Which also expires just too quickly. And while airlines now recognize the shortfall on pilots that they had either “laid off” (fired) and (or) didn’t support in keeping their type rating, the current feedback from pilots is that airlines still fail to have programs in place to rotate the pilots as good as they could to keep the type-ratings.
The Role of IATA?
I am very much missing the leadership I’d expect from IATA. Not a leadership towards the next disaster, but same rule for all. Like requirements to implement measures helping to identify sick passengers. Standards how to handle such. What if it’s not a single traveler, but a small child traveling with its family? But in the end, I believe if in doubt, a medical flight readiness certificate may be required. But also made available at airports offering commercial flights. Maybe demanding FFP2 mask. Maybe even plastic gloves or a hazmat-suit. What about the ticket? Will it be allowed to rebook. Airlines and/or travel insurances may need special rules for handling medically denied boarding? Maybe that we must add certain insurance as default to tickets?
But looking at the current line of communication by IATA, it does show a frightening ignorance, promoting future infection spread.
All things, the IATA could set up and require. Or ICAO if IATA doesn’t have the balls. #talkthetalk #discouragechange …
Being married to a Russian with close friends in the Ukraine, I would have never, never-ever believed an invasion of Ukraine. And while NATO-expansion threatened Russia – reminding of the political uproar when Khrushchev attempted to base nuclear missiles on the U.S. “doorstep”. Whereas NATO territory in fact is as close or closer to the Russian capital cities of Saint Petersburg and Moscow. That taken into account, there is no reasoning for an invasion of the Ukraine or the claims of a denazification. C’mon, I’m from Germany and Russia is the aggressor, too close to comfort following the propaganda and strategies of the Third Reich.
It became more obvious, when the “special operation” failed to achieve the Russian targets, when they invaded from Belarus towards Kiev and when they leave scorched earth (and hundred of massacred civilians) behind. The entire Donbass region now looks like Donetsk Airport, as does Mariupol.
The streamlining of the Russian media is totally in line with German propaganda. Control the media, promote your side, anyone voicing other opinion is taken to jail. Gestapo like. The next level being Stasi-methods jailing people already if there are unqualified claims of opposition. I am indeed afraid we will see that coming.
So with a focus on the impact of aviation? We are back into cold-war times. No overflying of the Russian territories is #thenewnormal for years to come. There will be exceptions – there are still flights between Russia and Turkey or Russia and China. How that will backfire on long-haul airlines though? There are discussions in the U.S. to ban those airlines from connecting to U.S. airlines. Which in turn would sure be followed by Europe. And then? This war has a big impact on our industry.
The Energy Crisis 2.0
While the aviation industry and it’s Powers-That-Be (PTBs) argue that we must delay sustainable flight in face of the crisis, I am on a complete opposite belief. We must, but we failed, to take the crisis as a chance for overdue change. Instead of investing into sustainable fuels and developments, into optimizing the airspace, our PTB try to go back to old normal. Then finding reasons to delay the change further.
It’s the very same with the necessary transition on ground, in Germany, fuel is subsidized now, not forcing consumption to be reduced, but we keep using more and more energy. Which in turn does result in increasing demand for crude oil, not in a reduction.
All “sustainable investors” come up with is “green tech”. Demanding more power, not less. And we produce more plastic every year, even in this crisis and even knowing we hit the 1.5°C target by 2026 most likely, not even by 2030. As we consume more and more crude oil, wind, solar and even nuclear power being a drop on a hot stone. And while there are ideas aplenty out there, I know of too many projects that happen to fail triggering investor interest.
In my humble opinion, most “impact investors” are greenwashers. It’s beyond cognitive dissonance when they focus their investments on “green tech” but in turn increase the energy demand instead of focusing on solutions that safe and conserve energy. Yes, I can sing not just a song but an entire opera about “green investors” that either look for max-profit under a green umbrella or they look for the next “tech unicorn”. It’s what I said before. If you want to invest into sustainability, pick your industry. Pick your “brown” company and invest into solutions that change that industry. Or. Look at energy consumers and how you can improve their energy consumption. Or replace them. And yes, any of your investments should target a reduction of energy consumption. Which can be, to provide the same service in demand, but having a clear strategy on your energy source.
And we talk about leveling the energy to a sustainable level. Use as much energy as you return. Like Kolibri. Not just launching the airline, but having plans to develop your own sustainable fuel-source. Which can be Synfuel. Which still uses energy and creates CO2, but no more than it takes from the air to create it. A circular solution. Which we assume would trigger the use of SynFuel locally, which works better on a global scale than e-mobility, which has the worse life-cycle impact then. But so far, all “impact investors” we talked to expressed our idea to be very good and worthwhile, but they did not intend to invest themselves. Then they invest into money-graves like Uber or
The Fairy-Tale of Travel Recovery
Just like last year (2021), we will have a careless “Corona summer”. We will very likely hit another infectious peak by fall – all the pandemic experts are warning of that, we better start listening. With BA.5 now spreading and aircraft full of mask-free travelers likely much faster. So here I go early this year with the update of LaLinea Corona extending into 2023.
While most our political and industry leaders lead us from the darkness into deception and back into the cold.
The war in the Ukraine will impact not just long-haul travel, like the reestablishing of the polar route avoiding Russian air space. And that we can not trust in “neutral air space” we learned when Belarus took down a civil aircraft from transit with the sole reason to jail a political opponent living in exile abroad.
We have rules. But I see too many of them “bent” to commercial or political benefit. Rules the international and aviation communities leave unpunished if broken or bent.
So my outlook 2022/23 is kind of bleak. Given our own and our leaders ignorance, the pandemic ain’t over, Putin will continue wreaking havoc (not just to the Ukraine) and the planet will continue warming. And the people who could make a change keep focusing on maximum financial ROI, wearing a cheap “green” mask.
#talkthetalk #greenwashing #cognitivedissonance #cheapexcuses #nochangeleadership etc.
There is a lot of greenwashing and intentional abuse by using especially SAF for unsustainable fuels. So let me give you a short definition and help me and all others on the road to sustainable aviation to understand the greenwashing and using the proper wording for the proper thing!
At first, we started to blend biofuels into our car fuels. It is what you use in your car, blended as E5 (5%) or E10 (10%) into to fossil fuel. So it is lipstick on pigs, as in reality, it is still 90% or even 95% fossils! And may be very likely the reason, why fossils (and CO2) are still on the rise and growing.
Anything not Zero-fossil such by definition is not “sustainable” in reality. At max it can be a step on the road to sustainability. Mostly an attempt for Greenwashing!
So first we had biofuel. Which by definition is from a biological source, like rapeseed. With environmental activists for years complaining that valuable agricultural space (fields) are abused for biofuels instead of human food. And Amazon and other forests are being burned down to plant such seeds.
Biofuels to date comes always blended, engines are not able to operate on unblended biofuels without major modifications! There was another greenwashed development, where Lufthansa in cooperation with DB Schenker operated a 100% Carbon-Neutral cargo flight, offsetting the CO2 from unsustainable fossil fuels. As was openly discussed at and reported from COP26, offsetting is #greenwashing. It’s not in itself “green” but a sale of indulgences.
While we also planned with Biofuel when we developed the Kolibri business and financial plans, we back then already understood that as the only option then available and such the maximum step we could do to fly somewhat sustainable. But then I learned about
SynFuel (my choice)
Just about three years back, I stumbled across a report about Sunfire.de, developing something they called SynFuel. I still use that word, whereas SynFuel is also called e-Fuel or PowerFuel. I do not like those two “modern” terms. As e-Fuel implies (I believe intentionally) “electric” (e-Mobility), which has nothing to do with it. And PowerFuel implies a higher power efficiency which as as missleading. So I file those namings under attemps for white- and greenwashing.
SynFuel by definition is Synthetic Fuel, refined by CO2 and Hydrogen. The name is program. So I encourage use of SynFuel and not those other names that are rather distractive.
Speaking to Sunfire back then, I triggered their understanding that aviation is a key target market for their SynFuel, which they originally envisioned as a Diesel-replacement. So I speak about SynFuel for the generic addressing of fuels, SynKerosene and SynDiesel for specific replacements.
SynFuel has been proven to be able to operate unblended, at 100%, both for cars, trucks, ships or aircraft. It might be noteworthy that the Hamburg SynFuel pilot facility at Hamburg Airport is said to not have been just opposed, but in fact boycotted by Lufthansa there. For the fear to be pushed towards it’s use, which they are not ready for. Unwilling. A clear sign about their real “sustainability interest”, which is pure greenwashing!
In my opinion, SynFuel is the main, in fact the only candidate to replace fossil kerosene in aviation. At this time, the production of SynFuel requires quite some energy; 15.3kWh/liter. Energy that taken from the grid, especially in Germany with the worldwide highest grid cost, will make it very expensive. But.
But if you develop green energy sources and use those to refine SynFuel, you have several advantages. The energy cost drops drastically. You replace grid-power, which is not green, no matter what you “buy”. The demand for green grid power by far exceeds the supply today. So that’s just more greenwashing! Only green SynFuel is sustainable and Grid-Energy is not sustainable either!
It’s rather new, which might explain conservative politicians and industry leaders still holding on to the less sustainable e-mobility. Or wishful thinking like liquid hydrogen flying, which will not have any impact by 2030, realistically a lot later than 2050! And a meek excuse by most of our industry leaders to delay investment into real sustainability.
Sustainable Aviation Fuels (SAF) – the Greenwashing Lie
When IATA commits to 2% blending of SAF into fossil fuels by 2030, that “SAF” is used to pretend sustainability. In IATAs definition, that includes both BioFuels, as well as any-colored SynFuel. If they would be honest, their commitment would require to amount for 2% net sustainability. Which in itself remains an embarrassment! Even on cars we have already E5 in most countries as a standard, E10 an option. And aviation commits to E2?
The only real SAF is 100% green SynFuel
meaning the source energy is green!
Even waste-to-liquid is not really SAF, as the waste often is not from sustainable sources. But experts agree so far that it is “circular” and helps to reduce the carbon-footprint. There it is more the waste-producing industry to replace i.e. fossil-based plastics with bio-degradable alternatives. Though I just had some lobbyist trying to convince me (seriously!) that plastic is good for climate…
Where my WhitePapers are meant as articles I keep updating occasionally. Different from such posts, which reflect my knowledge, opinion and ideas at time of writing. They are also rather nice in review, seeing my head still being round, but my ideas mostly sound.
This all is
Food for Thought!
And as usual, comments, disagreement, discussion and ideas are welcome!
This weekend German ZDF’s planetⓔ released a documentary about the electric car myth subtitled revolution or barrel burst. In addition, there was an emphatic discussion about hydrogen and mobility on LinkedIn, with very noisy advocates for e-Mobility. So I just wanted to summarize from the documentary some findings that are quite in line with my understanding of the Sustainability-Energy Dilemma and the Road to Climate-Friendly Transportation (beyond flying). And why I consider e-Mobility a lie.
Don’t get me wrong. We need e-Mobility. No better solution for a household with solar panels on the roof, a battery buffer and a range-demand that allows them to rely on the car. But.
Issue 1: The Batteries
Batterie Raw Materials
As you may remember, I keep referring to this article by National Geographic on the devastating cost of Lithium Mining. Lithium being to date the most important component for batteries. And the replacements ain’t any better! In addition, they need some rare minerals, the prices of which are exploding. Guess the “impact” if we replace not just some 100 thousands but millions of cars by electric. We talk about 56 million cars having been produced in 2019 world-wide.
Experts already worriedly question the viability of battery-powered cars and the overly optimistic believe that the battery prices will continue to fall. China is reported to secure world-wide Lithium deposits, European car makers demanding governments to do the same! It just got to public attention recently on the U.S.’s retreat from Afghanistan (source-sample).
Another issue that slowly reaches the public is the issue of batteries catching fire. First major reports were on the Samsung Galaxy 7 catching fire, forcing i.e. an entire airplane evacuation. But searching the Internet, you find also more recent reports aplenty. Also the Boeing 787 experienced a problem with it’s battery catching fire (fortunately on the ground). Attributed by experts to the attempts to miniaturize and push up the battery capacity beyond their “safe margins”. The scientific term used to distract the public attention is Thermal Runaway…
Worse, recently despite their relative low numbers, electric cars are increasingly reported to catch fire. Some at first loading at a standard, approved home loading facility, others while driving. Different from gasoline, a thermal runaway and the resulting battery explosions cause a much higher real danger to the cars passengers. And it does not help to distinguish the fire, but such car must be placed into a water tank for several days to cool down the batteries. And after a fire, such cars usually are beyond any recycling. The picture just one example of the many that can be found on the Internet.
Incorrect disposal of Li-ion batteries can have a devastating environmental impact on the environment, sparking the need for recycling (Source). But as the ZDF-report also questions, there is virtually no recycling yet and the recycling comes with a bunch of issues. Like non-standardized components and liability issues, that currently result in a very limited recycling. As mentioned in safety, those liability issues are expected to be quite an issue for anyone attempting recycling. And the missing standards resulting even in different battery packs within the model family of the car makers. Making it even harder to recycle them!
Issue 2: The Energy Consumption
Again, now today we have the loading stations for electric cars and they are not enough. With the family in “Car City” Braunschweig (Volkswagen), at our owned apartment, there neither are possibilities to load the cars, nor even nearby. Publicly accessible loading stations are usually for 1-2 cars. But what if all cars are electric. You simply got to be kidding, right?
I have personal reports from friends frustrated about their electric car about unavailable loading stations and long waiting times, but there are also many on the web, like this one. Now let’s imagine a parking house that must be equipped with electric vehicle charging stations for all cars? Then imagine, one of those cars catches fire from a thermal runaway…
And here we talk about an industry country like Germany. Now think about less privileged countries…?
Range and Refuel
German Automotive Club ADAC just recently reported the average range of electric cars being about 350 km (220 miles), up from 250 km (150 miles) five years ago. Thinking about my role as an airline sales manager some years ago, for a road trip, I traveled frequently more than 500 km a day. Then I shall load the car after a half day, sitting around while waiting? Keep in mind, that corporate fleets and rental cars are the main buyers of new cars! And they don’t buy them because they park them most of the time…?
As mentioned before, then we talk about the loading infrastructure i.e. on highway truck stops. Just been stopping at one on one of the busiest German highways. With 8 lanes and 16 loading columns for fossil fuel, and two for electric cars. With two more already waiting in line.
It goes very much in line with the 3 biggest fears of our generation and the Sustainability-Energy Dilemma… Just in case you’re wondering why people still buy (and rent) mostly gasoline-powered cars.
The new Volkswagen ID.4 uses 22.8 kWh per 100 km (Source ADAC). Considering a “typical” average range for a car of 10-15,000 km, we talk about 300 MWh/a. Given 48.2 million cars registered in Germany (German source), we would need about 15 Petawatthours (15,000 TWh/a) one year alone. Any green energy source for that? Germany used 545 TWh/a in 2020… In 2020, about 252 TWh/a were produced from “alternative sources” (aka. green). That would be enough for the power requirement for about 850,000 electric cars…? Reminder, there are 48 million cars roaming German streets.
And sure, all that power comes from the Jack. And sure, it’s all green? Just like German Rail.
The CO2-Saving Lie
Looking at Volkswagen’s own Life-Cycle Assessment, planetⓔ just compared the CO2 on a single car. And how they used a European basis to lower their CO2 impact, instead of using the German statistics, where the impact is worse than on a normal Diesel. So planetⓔ also understand that in order to reduce CO2 is an energy-challenge, we must reduce the energy consumption, all else is blissful ignorance, cognitive dissonance or simply an outright lie!
The e-Mobility Lie
Like I found on the research for the Sustainability-Energy Dilemma, we must look at the complete picture. Taking a look at some 50 million cars, which is excluding trucks, at 30 tons CO2 on a 15 year life cycle we talk about 2 tons a year per car. Or 100 million tons of CO2 just in Germany. Make your own maths on Europe or the World.
So to make electric cars “sustainable”, green energy is needed. Which takes us back to the Sustainability-Energy Dilemma. And it confirms my opinion that while we must turn aviation climate friendly and start n.o.w.! There are a lot of other areas that all boil back to the Sustainability-Energy Dilemma. Good ideas mentioned by planetⓔ at the end of the report were needs to rethink transportation. The need to reduce the number of cars. Car sharing, better public mass transport systems, etc., etc. And to develop integrated transportation that works for both, the major cities everyone uses as the role model, but also the rural regions.
The Necessity for a Holistic View
As I mentioned in my post about Flygskam, we have a very … strange? … view on aviation. As on sustainability. And I hope that journalists like planetⓔ, real impact investors and family office principals interested in real impact start more questioning those views. Stop “airline bashing” as addressed in Flygskam, stop worshipping the golden calf of e-Mobility and understand that we don’t have the luxury to do this or that, but that we need this and that!
Ready Player One? I love SciFi. There’s a lot really good ideas how we could merge individual transportation needs with “public” transportation. But that’s SciFi. We need to take the best ideas and evolve our transportation to sustainable ways in the real world. We must reduce energy. Integrate transport modes. Why does it remind me of the question why the big train stations are not at the airports? The “new” Berlin Airport being a perfectly bad example on this!
But if we don’t solve the Sustainability-Energy Dilemma, if we don’t focus on ways to reduce energy, it’s all lip-services and greenwashing! And if you know investors who are interested to address this on an industrial scale and make real impact while making profit, I have a lot of ideas. Including profitable plans for myself and my industry, turning aviation environmentally friendly. But that’s only my part of the big picture. Though it covers already many complementary ideas we want to realize in other areas.
Today, two articles triggered with me, quite in line with my experience about ESG greenwashing and priorities and my impression that thinking about sustainability and the busted Paris agreement! There is no “Planet B”!
At the Unconference of the Green Impact Tech Alliance, I spoke about the Bumps on the Road to Sustainability (« speaker notes, Youtube link and Channel). Summarizing my thoughts about why all those claims for carbon-neutral and energy-transition are bland lies and far from real. More in line with “wag the dog”, distracting from the real problem. An issue just in line with Abdo’s message that most of what we hear is “shit, packed in chocolate cake” and we should believe only half of what we see, half of what we hear. And apply a reality check before we believe all the BS.
If you are into sustainability (beyond aviation) and ESG, I strongly recommend you have a look! And yes, I’d much like to discuss it.
Assuming you know my page addressing The Sustainability-Energy Dilemma, it all boils down to Energy consumption. But while we need to make smarter energy use and reduce the overall energy consumption, this is a challenge I don’t yet see addressed at all. “Digital” will solve the climate challenge? Adding more and more data centers that account already for more than half the electricity in the Frankfurt region will solve the climate challenge? How??
IPCC: We Busted 1.5°, 2° will be Busted 2025
So IPCC leaked that we busted our fancy climate goals already. As I do not believe that there will be enough change by 2025, looking at the crap our politicians, the industry and impact investors make us believe. Or as I also heard last week: We must stop talk-the-talk and start to walk-the walk!
It goes in line with my images in Bumps on the Road to Sustainability about the fancy idea to place big turbine generators into the Gulf Stream on the coast of Carolina (USA), with reports questioning if the Gulf Stream, so vital for European climate, will make it to Europe by the end of this century. Anyone remembers The Day after Tomorrow? I’m not as much worried about New York under an ice shelf, but what about Northern Europe?
ESG … Believe the Numbers …?
Countless how often I have heard impact investors disqualifying the ESG goals as 99% #greenwashing. Attempting to establish Kolibri with the commitment to drive true carbon-neutral flying, we sure have all the other SDGs in mind too (there are 17). With mostly quantifiable targets. And beyond (Human Rights as they go beyond SDGs).
But this brings me to those articles about ESGs and green funds and pension funds turning green but investing still large scale in BlackRock (who also has funds for fossils and weapons industry). And to Abdelrahman (Abdo) Wahba’s discussion at GITA I referred to above:
Question The Numbers!
Most of them are just marketing.
While we see a lot of small investments into “green tech”, most of those don’t qualify for “sustainable investment”, neither “impact investment”. As they add to the energy consumption without much of a plan aside using carbon credits from the real green ones that struggle as they are not on the investor’s radar.
None of the investors – and I’ll be happy to be proven wrong – invests into real climate change and sustainability. The pick the easy-to-achieve raisins. Sustainable needs a holistic view. No raisin picking. Any investment, any business plan not having a document about how they want to address all SDGs, plus diversity, ethnicity, human rights, is #greenwashing.
Talk- the-Talk or Walk-the-Walk?
Given the example I daily work with: Kolibri. To achieve our goal of carbon-neutral flying, the technology is there. No, it doesn’t need new inventions. Just application of what we have. But the technology is one thing, the energy-conversion from fossil fuels to SynFuel is the real challenge. One we believe can be achieved in 10 years. If we walk-the-walk!
But wait a minute. While I am very sure, this is real impact investing, I was just told by an investor that such long-term does not qualify for ESG! ESG would not be about such future commitments, they require hard goals. Though burning green Synfuel instead more than a billion liters of fossil kerosene in 10 years ain’t a hard goal? Not according to their ESG-#greenwashing-tool…
Long-Term Planning: 2050 and beyond
What about the cargo fleets on the oceans, rivers, in the air and on the road? If ESG doesn’t have a way to set targets and adjust to plans, what is it really good for? Are “data centers” and “digital” part of the solution? Or more part of the problem? Don’t get me wrong, there are good IT projects that will make impact. But most are just more #greenwashing.
IPCC says we busted 1.5°C, also known as the Paris Agreement. We are to bust 2.0°C by 2025. And while aviation accounts for only a fraction of global warming, to change it seems to ambitious for impact investors. And politicians. Better to invest small and manageable and blend out the reality: #cognitivedissonance. Or outright lie.
Norsk e-Fuel a nice example disqualifying the EU’s talks.
Walk-the-Walk or Talk-the-Talk?
Food for Thought!
Foot Note: * As FT and Blomberg often requires a subscription to view articles, I have a saved copy of the article on file for friends.
Reading another, new SciFi (my way to relax my brain) triggered with an idea (not scientifically proven) of the Compulsive Narrative Syndrome. Intriguing. And yes, quite in line with my own “experience”. So is it really “Science Fiction”?
Ain’t that how it works? An assumption, then the scientific proof (or disqualification)? And how much that started in SciFi do we see in action today?
If you like SciFi, maybe you find Joel Shepherd an interesting addition to your books collection. If you read German, the first part of the series is currently on sale (i.e. buecher.de). And no, no profit from such recommendation.
Here’s the way the concept is described in the novel:
The human brain is trained to look for and identify patterns, but in abstract concepts, fixed and unarguable facts are hard to find. So the brain looks for narratives instead, stories that can tie together various ideas and facts in a way that seems to make sense, to make a pattern. And the human brain, always seeking a pattern as a basic cognitive function, will latch onto a narrative pattern compulsively, and use that pattern as a framework within which to store new information, like a tradesman honing his skill, or someone learning a new language.
That’s why religions tell such great stories, the story makes a pattern within which everything makes sense. A synchronicity of apparent facts. Political ideologies, too. Humans are suckers for a great story because we can’t resist the logical pattern it contains.
When you’re learning a new skill, discarding irrelevant information and organizing the relevant stuff within that framework is good. But in ideologies, it means any information that doesn’t fit the ideological narrative is literally discarded, and won’t be remembered . . . which is why you can argue facts with ideologues and they’ll just ignore you. They’re not just being stubborn, their brains are literally structurally incapable of processing what they perceive as pattern-anomalous data.
That’s why some ideologues get so upset when you offer facts that don’t match their pattern, it’s like you’re assaulting them.
From SciFi to Reality
Most my “novel” ideas ain’t mine. I just try to find practical applications.
1971 (yes, 40 years ago and as a kid) I became a fan of Roger Leloup, spending my pocket money on comics. And when Hyperloop became a buzz, I couldn’t help it to remember Leloup’s Vinean transport system.
We all know the Star Trek communicator. Ain’t that surprising similar to our today’s smart phones? With Google Translate, we can even talk to it, translating on the fly – and as far as I can tell, even German or English to Albanian works rather well. Not (yet) on previously unknown languages, but I believe we will get there.
And the buzz-topic A.I.? Aside the fact that all A.I. I learn of still is just I.A. – more or mostly less sophisticated Intelligent Algorithms. Back in 2008 I used that image of global nodes next to human brain synapses to question if we’re sure there’s no real A.I. yet. And if we’d recognize if there would be? By now, we talk about highly complex processors behind all of those nodes, the sheer computing power making it more likely by the day that our mighty Internet “wakes up”. Then we talk about i.e. Heinlein and Malcolm Croft or Athena?
And now comes a new, quite intriguing concept of the Compulsive Narrative Syndrome. Just SciFi? Or quite realistic in fact?
I just recently discussed our ideas for sustainable aviation. They are not new either. And more like a logical development from my first ideas about a hydrogen-powered WIG in 2008 as a n example to senior airline managers to think about sustainability. Then making use of current developments and understanding the merits of SynFuel. And thanks to discussions with Sustainable Aero Lab (thanks Mario!) leading to my understanding of the Sustainability-Energy Dilemma. But it’s in line with Ndrec and my believe in “social responsibility” and “sustainability” … beyond climate!
But while yes, our ideas could be “copied”, it took us more than a year and a joined effort incorporating the help of global subject matter experts, to make this a viable business plan. Yes, it can be copied, but with a steep and expensive learning curve. And we found “classic aviation managers” to be mostly blind on real “sustainability”. Having no idea about their Road to Environment-Friendly Flying, not even bothering about Social Responsibility or Sustainability. It’s a reason we plan with a team of open minded subject matter experts and not some famous names, except as advisors. And why we don’t plan taken over an existing airline with their expensive and inflexible and traditional process and thinking heritage.
Industry Scale Impact Investing
To make a real change, you need a team of entrepreneurs thinking outside the box. Way outside the box. But with an experience on pioneering work, overcoming the Bumps on the Road to Sustainability, making things happen. Because to change an industry, to change aviation, we also need investors with the might and the interest to support us doing the change.
It’s a sorry fact that mostly we hear lip-services and excuses, those investors sticking to their modus operandi, just adding ESGs for their own little greenwashing projects and playing things “safe” (known), else still focusing on quick financial returns. Invest in a bit *tech, add to the energy-dilemma, but ignore any industrial-scale change? Ain’t that what the Compulsive Narrative Syndrome addresses?
While Impact Investment is about making an impact first, while also making money, we talk about turning industries climate-friendly and socially responsible. While our plans sure secure the (risk-adjusted) ROI, the plans are long-term, bold and the startup investment is to start the journey (launch the airline) but we plan on a realistic decade for our goal of carbon-neutral (climate-friendly) flying. With sustainable and social responsible milestones and investments from the outset.
Cognitive Dissonance and the Compulsive Narrative Syndrome
So is the Compulsive Narrative Syndrome a source for Cognitive Dissonance? In my opinion it’s tightly linked. The Compulsive Narrative Syndrome the source for Cognitive Dissonance?
20 years back. I just got reminded by a friend, I had already missed it.
Before, it was always “co-located” space. Thanks to Jens (a good friend ever since) and support by Yves Weisselberger, CEO of KDS (my employer back then), I took control of my Internet.
Does make me wonder, who remembers that milestone… And that first logo. Where I painted a “calligraphy”-like computer with a digital airplane, reflecting my conviction that aviation goes digital. Learning Logo-Design rules: Color. Font. Scalability. Too often confronted with logos failing on one of those at least. i.e. dark background? Browser-bar icon (favicon)?
First Webpage 1994 (thanks to Oliver Dietzel). First own domain (CheckIn.com) 1995. First commercial Internet travel bookings (ab)using Amadeus 1996 (Siemens Travel Net/Cytric). Honorary Member of the Editorial Board for ITB Travel Technology Congress 1999-2002. Exclusive speaker at the first ever ACTE event (a three-city roadshow) in Germany 2001.
First work on climate-neutral aviation 2008. Airport Ops, disruption and deicing management 2012.
Working on Regional Aviation Startups, due diligences, learning the faults, developing an idea that ultimately lead to Kolibri.
Discussing about the individual impact we make, the topic gains interest. What is your own, personal net-impact to our planet? So I decided to summarize some of the posts and comments I had on the topic on LinkedIn.
In line with previous posts about #lipservices, #cognitivedissonance and #wishfulthinking. And a #realitycheck for others, claiming “sustainability” that they do not deliver upon.
Self-Esteem over Sustainability
A clear article on it was today’s post by SEDO-founder Tim Schumacher Search: “People should only be classed as billionaires when they remove a billion tons of CO2 from the atmosphere.” referring to the CNBC article questioning the sustainability investments of Jeff Bezos (Amazon), Elon Musk (Tesla, SpaceX) and Bill Gates (Microsoft founder).
In my comment, I emphasized that we need no ESG, but #sustainabilityaccounting. And much of what I see from these and other investors is showing their response to their conscience, focusing their activities on things they understand, but also things that have an impact to their self-esteem. And there was also this Open Letter to Bill Gates, reflecting on his #cognitivedissonance or #lipservices. I believe it’s simply cognitive dissonance. Keep in mind, these people also live in their social (media) bubble.
Yesterday, there was a report about industry leader/face James Hogan, former CEO of Etihad, caught in the act, trying to circumvent the Corona rules in place. It underlined my post two weeks ago, that we have airlines skipping pre-flight corona-testing regime. A disservice to an industry trying very hard to make flying safe! I’m sure he regrets that idea now, not having considered the repercussions of being caught.
#cognitivedissonance: While flying itself may be safe, passengers aren’t! Anyone claiming flying to be “safe” shall better keep in mind that the virus spreads and new variants keep spreading by travelers. Also and a lot pre-tested passengers are infected but not yet positive, they then spread the virus in their destination.
Then, let me talk about the decision makers at European Investment Bank (EIB). Claiming to be the European Sustainability Bank. In a conference by Geneva Macro Labs, I asked their head of climate office Elina Kamenitzer on her claim that they do green investments: Are there any success stories that proof the impact, the “impact” targets achieved ever since? Well, no. They “have to look into that now.” It’s about time.
I also reached out to my now ex-point of contact in EIB, about a co-investment into our impact plans. With (a cheap) reference to their Roadmap and the decision there to not finance conventionally fueled aircraft (page 102), he disqualified any investments into aviation. In utter ignorance of what I believe he understood (I did remind him), that we have plans that are not aircraft-funding related. But i.e. development into a synfuel-ecosphere. Our plans cover all of the 17 SDGs, mostly with quantifiable targets that we sure plan to exceed on. If you’re convinced to do the right thing, that comes as a natural.
But that ain’t what the bureaucrats at EIB look at, is it?
So back to the article topic:
What is Your Impact?
There is a petition against greenwashing on Change.org I urge you to sign! Discussing on that one, we had several discussions on how to define greenwashing. Whereas family office principals told me ESG would be the role model for greenwashing. A good idea, meanwhile abused. There may be some investors who understand the meaning of it. But not many.
It is the same about claims to be “sustainable”. Another family office principal told me, that out of the 2020 impact investments, only 4% were having clear impact to improve on SDGs. 96% were disqualified as they just claimed without goals and targets but simple claims misreading the causes. Nice if you plan SDG5 Gender Equality on your hiring process, but without clear targets on how to improve. Or if you abuse SDG9 Industry, Innovation and Infrastructure for your “innovative IT project”.
Only Net Impact is Real Impact
We came to the conclusion that real impact is about net impact. And that “impact” is about reduction of the strain we put on the planet. To reduce power consumption by 10% but planning to increase the total power needs by 30% is intentional abuse of the sustainability claim.
There are many good examples out there, beyond what we plan at Kolibri. But we speak a lot with investors that want to cash-in on us before we launched. And investors, investing little money into small projects, more like a philanthropy, but an impact investment. Paying for a clean conscience, paying for their other daily sins. I just told one of the family office principals. We are looking not for those classic investors. We are targeting the family office space, as there are more investors than elsewhere wo take sustainability to heart. Who focus on it. Who are understanding that an impact investment might not be as profitable as i.e. Bitcoin. But it’s the right thing to do. And
Impact Investment ain’t philanthropy. Do good and make money!
So this time, not just Food for Thought, but a clear question:
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