Tag: 3BL

In recognition of World Mental Health Week, AEG partnered with ComPsych to host a special employee webinar titled “Avoiding Burnout: Self-Assessment Methods and Strategies for Self-Care.” Held on October 9, 2025, the session reflected AEG’s ongoing commitment to promoting mental health and well-being in the workplace.

With burnout affecting more than 42% of the national workforce, the webinar was designed to help employees better understand and manage the pressures of modern work life. Participants explored the root causes of burnout, assessed their own levels of stress and fatigue, and learned practical self-care strategies to support long-term wellness.

The interactive session guided employees in creating personalized self-care plans that emphasized setting healthy boundaries, fostering balance, and rediscovering personal motivation. Attendees also had the opportunity to reflect on their own “why”—a key step toward finding greater purpose and fulfillment in both their professional and personal lives.

By partnering with ComPsych, AEG reinforced its dedication to fostering a culture that values mental health awareness, resilience, and sustainable success.

Tue, Oct 21, 2025 7:00 AM EDT

On Tuesday 21 October, join KPMG leaders who were on the ground at Climate Week NYC and who will be present at COP30 this year.

The session will explore what the latest developments mean for businesses, including:

• How business is navigating climate ambitions and geopolitical uncertainties
• Ways companies can articulate the financial business case for climate action
• How to mobilize climate finance in emerging markets
• Practical and strategic levers that support credible and actionable transition planning

Speakers to include:

• Simon Weaver, Global Head of ESG Advisory, KPMG International
• Maura Hodge, Sustainability Lead, KPMG in the US
• Nadia Montoto, Global Co-lead, Decarbonization and Transition Planning, KPMG International
• Cathy Chen, Associate Director, Infrastructure & Climate Finance, Emerging Markets, KPMG in the UK

Click here to register.

Tue, Oct 21, 2025 7:00 AM EDT

On Tuesday 21 October, join KPMG leaders who were on the ground at Climate Week NYC and who will be present at COP30 this year.

The session will explore what the latest developments mean for businesses, including:

• How business is navigating climate ambitions and geopolitical uncertainties
• Ways companies can articulate the financial business case for climate action
• How to mobilize climate finance in emerging markets
• Practical and strategic levers that support credible and actionable transition planning

Speakers to include:

• Simon Weaver, Global Head of ESG Advisory, KPMG International
• Maura Hodge, Sustainability Lead, KPMG in the US
• Nadia Montoto, Global Co-lead, Decarbonization and Transition Planning, KPMG International
• Cathy Chen, Associate Director, Infrastructure & Climate Finance, Emerging Markets, KPMG in the UK

Click here to register.

Tue, Oct 21, 2025 7:00 AM EDT

On Tuesday 21 October, join KPMG leaders who were on the ground at Climate Week NYC and who will be present at COP30 this year.

The session will explore what the latest developments mean for businesses, including:

• How business is navigating climate ambitions and geopolitical uncertainties
• Ways companies can articulate the financial business case for climate action
• How to mobilize climate finance in emerging markets
• Practical and strategic levers that support credible and actionable transition planning

Speakers to include:

• Simon Weaver, Global Head of ESG Advisory, KPMG International
• Maura Hodge, Sustainability Lead, KPMG in the US
• Nadia Montoto, Global Co-lead, Decarbonization and Transition Planning, KPMG International
• Cathy Chen, Associate Director, Infrastructure & Climate Finance, Emerging Markets, KPMG in the UK

Click here to register.

bv Carrie Browen

In our first blog post, we explored what defines a software-defined vehicle (SDV) and why it marks a turning point for the automotive industry. Now, we’re diving deeper into the architecture that enables SDVs. As the automotive industry shifts from hardware-centric designs to software-first platforms, a fundamental transformation is reshaping the vehicle from the inside out. But what exactly is changing in the vehicle’s architecture, and why is this shift so pivotal for the future of mobility?

To understand the journey toward fully realizing the SDV, it is helpful to look at the evolution of vehicle architecture and software integration. Keysight shares the view held by other industry leaders and consultancies, such as PwC, that the SDV evolution can be represented in levels ranging from Level 0 to Level 5, similar to the SAE framework for autonomous driving. The following table outlines the key levels of SDV maturity — from mechanically controlled systems to fully integrated, cloud-native ecosystems — highlighting how each stage builds upon the last in terms of architecture, capabilities, and business potential.

Why the Software Stack Is the Game Changer

As the industry advances along the SDV maturity curve, with many companies currently progressing from Level 2 to Level 3, or from Level 3 to Level 4, and leading players already operating at Level 4 and beyond, it becomes increasingly clear that software is no longer just a supporting element. It has become the central driver of innovation, competitive differentiation, and long-term value creation.

At the lower maturity levels, software typically enhances isolated functions. However, as vehicles evolve, software becomes the foundation of the entire vehicle experience, encompassing everything from core functionality and safety systems to user interaction and service delivery. Over-the-air (OTA) updates and modular software stacks enable continuous innovation, allowing automakers to roll out new features and improvements long after the vehicle has left the factory floor.

At the upper levels of maturity, vehicles begin to resemble digital platforms. They support app ecosystems, enable third-party integrations, and deliver highly personalized services. With real-time data at their core, these vehicles unlock predictive maintenance, usage-based insurance, and dynamic performance optimization. This shift also opens the door to entirely new business models, from feature subscriptions to data-driven services, all made possible by a robust, scalable, and service-oriented software architecture. This SDV platform is also the enabler to advanced safety and security capabilities, as well as for AI-based intelligent mobility concepts such as autonomous driving, robotaxi, and tele-driving.

The Legacy: Domain-Oriented Architecture

For many years, vehicles have been built using a domain-based architecture, where each functional area, such as infotainment, powertrain, body control, or ADAS, is managed by its own set of Electronic Control Units (ECU). These ECUs (sometimes +80 per vehicle) are tightly coupled to specific hardware and software, forming isolated domains.

This architecture relies on:

• Multiple ECU domains: Each domain contains several ECUs dedicated to specific functions
• Heterogeneous BUS systems: Communication within and between domains is point-to-point
• Cross-car wiring: Signals often need to travel across the entire vehicle, resulting in complex and heavy wiring harnesses (+50kg coper wires)

While this approach allowed for a clear separation of functions, it also introduced significant complexity and limitations:

• A high number of ECUs per vehicle, often with overlapping functionality
• Each ECU requires its own controller and dedicated firmware
• Redundant hardware and wiring, increasing weight and cost
• Limited flexibility for software updates and feature expansion
• High integration and maintenance costs due to fragmented systems

While domain-oriented architecture served the industry well in the past, it creates functional silos, limits scalability, and poses challenges for the software-driven future of mobility.

The Shift: Zonal and Service-Oriented Architecture

In contrast, zonal architecture reorganizes the vehicle’s electronics based on physical zones (e.g., front-left, rear-right) rather than functional domains. Each zone is managed by a powerful zonal controller that aggregates data from nearby sensors and actuators. These controllers are connected to a centralized High-Performance Computer (HPC) via high-speed, low-latency communication across the vehicle, like automotive Ethernet.

Protocols like CAN and LIN have historically formed the core of in-vehicle communication systems. However, as automotive networks evolve toward domain and zonal architectures, the limitations of these legacy protocols become apparent. Nowadays for SDV, 10BASE-T1S addresses this gap by offering a lightweight, cost-efficient Ethernet solution optimized for low-speed, high-node count applications — enabling seamless integration across ECUs and sensor networks. Enabling multipoint communication and supporting both deterministic and non-deterministic functions.

This hardware transformation is tightly coupled with a shift in software architecture — from function-specific implementations to a Service-Oriented Architecture (SOA). In SOA, vehicle functions such as navigation, climate control, or lane keeping are delivered as modular, reusable services that can be independently developed, deployed, and updated.

Key Components:

• High-performance computers: Centralized compute units for software execution and real-time decision-making
• Automotive Ethernet: Multipoint, High-speed, low-latency communication backbone with one TCP-IP
• Localized wiring: Sensors and actuators connect to the nearest zonal controller, reducing cross-car wiring
• Service-oriented software: Decouples software from hardware, enabling dynamic feature deployment and cross-domain communication and data sharing via standardized APIs

This shift to a zonal, service-oriented architecture brings a host of transformative benefits. By consolidating functionality into fewer, more powerful computing units, automakers can significantly reduce the number of ECUs in a vehicle. This not only simplifies the overall system architecture but also lowers costs and minimizes potential points of failure. The shift away from complex, cross-car wiring toward localized connections within physical zones leads to lighter vehicles and more streamlined assembly processes.

Centralized computing, supported by zonal architectures, lays the foundation for a more dynamic software environment, enabling rapid feature deployment and streamlined updates. This architecture also enhances scalability, making it easier to adapt core systems across different vehicle models and configurations. With modular, service-based software, development cycles become faster introducing CI/CD/CT workflow and agile enabling collaborative development, supporting continuous innovation and seamless integration of third-party services. Perhaps most importantly, this approach enables dynamic OTA updates, ensuring that vehicles can continue to evolve and improve long after they leave the production line.

Together, these advancements lay the groundwork for the software-defined vehicle, a platform that is not only intelligent and adaptable but also designed for continuous evolution in a rapidly changing mobility landscape.

Looking Ahead

This architectural shift is not just a technical upgrade — it’s a strategic transformation. Automakers must now embrace a new mindset: HW/SW separation with using commoditized HW and components, building platforms that are modular and scalable, secure and cloud-connected, and designed for agility and rapid iteration.

It’s not just about adding more software; it’s about reimagining the vehicle as a dynamic, updatable platform. In the SDV era, the software stack becomes the engine of innovation, differentiation, and long-term value. The future belongs to those who build for continuous evolution, where software defines not just features, but the entire customer experience.

In the next blog article of our SDV Series, we’ll explore the business challenges that come with the SDV transition and how organizations can actively navigate and shape this transformation to stay ahead.

bv Carrie Browen

In our first blog post, we explored what defines a software-defined vehicle (SDV) and why it marks a turning point for the automotive industry. Now, we’re diving deeper into the architecture that enables SDVs. As the automotive industry shifts from hardware-centric designs to software-first platforms, a fundamental transformation is reshaping the vehicle from the inside out. But what exactly is changing in the vehicle’s architecture, and why is this shift so pivotal for the future of mobility?

To understand the journey toward fully realizing the SDV, it is helpful to look at the evolution of vehicle architecture and software integration. Keysight shares the view held by other industry leaders and consultancies, such as PwC, that the SDV evolution can be represented in levels ranging from Level 0 to Level 5, similar to the SAE framework for autonomous driving. The following table outlines the key levels of SDV maturity — from mechanically controlled systems to fully integrated, cloud-native ecosystems — highlighting how each stage builds upon the last in terms of architecture, capabilities, and business potential.

Why the Software Stack Is the Game Changer

As the industry advances along the SDV maturity curve, with many companies currently progressing from Level 2 to Level 3, or from Level 3 to Level 4, and leading players already operating at Level 4 and beyond, it becomes increasingly clear that software is no longer just a supporting element. It has become the central driver of innovation, competitive differentiation, and long-term value creation.

At the lower maturity levels, software typically enhances isolated functions. However, as vehicles evolve, software becomes the foundation of the entire vehicle experience, encompassing everything from core functionality and safety systems to user interaction and service delivery. Over-the-air (OTA) updates and modular software stacks enable continuous innovation, allowing automakers to roll out new features and improvements long after the vehicle has left the factory floor.

At the upper levels of maturity, vehicles begin to resemble digital platforms. They support app ecosystems, enable third-party integrations, and deliver highly personalized services. With real-time data at their core, these vehicles unlock predictive maintenance, usage-based insurance, and dynamic performance optimization. This shift also opens the door to entirely new business models, from feature subscriptions to data-driven services, all made possible by a robust, scalable, and service-oriented software architecture. This SDV platform is also the enabler to advanced safety and security capabilities, as well as for AI-based intelligent mobility concepts such as autonomous driving, robotaxi, and tele-driving.

The Legacy: Domain-Oriented Architecture

For many years, vehicles have been built using a domain-based architecture, where each functional area, such as infotainment, powertrain, body control, or ADAS, is managed by its own set of Electronic Control Units (ECU). These ECUs (sometimes +80 per vehicle) are tightly coupled to specific hardware and software, forming isolated domains.

This architecture relies on:

• Multiple ECU domains: Each domain contains several ECUs dedicated to specific functions
• Heterogeneous BUS systems: Communication within and between domains is point-to-point
• Cross-car wiring: Signals often need to travel across the entire vehicle, resulting in complex and heavy wiring harnesses (+50kg coper wires)

While this approach allowed for a clear separation of functions, it also introduced significant complexity and limitations:

• A high number of ECUs per vehicle, often with overlapping functionality
• Each ECU requires its own controller and dedicated firmware
• Redundant hardware and wiring, increasing weight and cost
• Limited flexibility for software updates and feature expansion
• High integration and maintenance costs due to fragmented systems

While domain-oriented architecture served the industry well in the past, it creates functional silos, limits scalability, and poses challenges for the software-driven future of mobility.

The Shift: Zonal and Service-Oriented Architecture

In contrast, zonal architecture reorganizes the vehicle’s electronics based on physical zones (e.g., front-left, rear-right) rather than functional domains. Each zone is managed by a powerful zonal controller that aggregates data from nearby sensors and actuators. These controllers are connected to a centralized High-Performance Computer (HPC) via high-speed, low-latency communication across the vehicle, like automotive Ethernet.

Protocols like CAN and LIN have historically formed the core of in-vehicle communication systems. However, as automotive networks evolve toward domain and zonal architectures, the limitations of these legacy protocols become apparent. Nowadays for SDV, 10BASE-T1S addresses this gap by offering a lightweight, cost-efficient Ethernet solution optimized for low-speed, high-node count applications — enabling seamless integration across ECUs and sensor networks. Enabling multipoint communication and supporting both deterministic and non-deterministic functions.

This hardware transformation is tightly coupled with a shift in software architecture — from function-specific implementations to a Service-Oriented Architecture (SOA). In SOA, vehicle functions such as navigation, climate control, or lane keeping are delivered as modular, reusable services that can be independently developed, deployed, and updated.

Key Components:

• High-performance computers: Centralized compute units for software execution and real-time decision-making
• Automotive Ethernet: Multipoint, High-speed, low-latency communication backbone with one TCP-IP
• Localized wiring: Sensors and actuators connect to the nearest zonal controller, reducing cross-car wiring
• Service-oriented software: Decouples software from hardware, enabling dynamic feature deployment and cross-domain communication and data sharing via standardized APIs

This shift to a zonal, service-oriented architecture brings a host of transformative benefits. By consolidating functionality into fewer, more powerful computing units, automakers can significantly reduce the number of ECUs in a vehicle. This not only simplifies the overall system architecture but also lowers costs and minimizes potential points of failure. The shift away from complex, cross-car wiring toward localized connections within physical zones leads to lighter vehicles and more streamlined assembly processes.

Centralized computing, supported by zonal architectures, lays the foundation for a more dynamic software environment, enabling rapid feature deployment and streamlined updates. This architecture also enhances scalability, making it easier to adapt core systems across different vehicle models and configurations. With modular, service-based software, development cycles become faster introducing CI/CD/CT workflow and agile enabling collaborative development, supporting continuous innovation and seamless integration of third-party services. Perhaps most importantly, this approach enables dynamic OTA updates, ensuring that vehicles can continue to evolve and improve long after they leave the production line.

Together, these advancements lay the groundwork for the software-defined vehicle, a platform that is not only intelligent and adaptable but also designed for continuous evolution in a rapidly changing mobility landscape.

Looking Ahead

This architectural shift is not just a technical upgrade — it’s a strategic transformation. Automakers must now embrace a new mindset: HW/SW separation with using commoditized HW and components, building platforms that are modular and scalable, secure and cloud-connected, and designed for agility and rapid iteration.

It’s not just about adding more software; it’s about reimagining the vehicle as a dynamic, updatable platform. In the SDV era, the software stack becomes the engine of innovation, differentiation, and long-term value. The future belongs to those who build for continuous evolution, where software defines not just features, but the entire customer experience.

In the next blog article of our SDV Series, we’ll explore the business challenges that come with the SDV transition and how organizations can actively navigate and shape this transformation to stay ahead.

bv Carrie Browen

In our first blog post, we explored what defines a software-defined vehicle (SDV) and why it marks a turning point for the automotive industry. Now, we’re diving deeper into the architecture that enables SDVs. As the automotive industry shifts from hardware-centric designs to software-first platforms, a fundamental transformation is reshaping the vehicle from the inside out. But what exactly is changing in the vehicle’s architecture, and why is this shift so pivotal for the future of mobility?

To understand the journey toward fully realizing the SDV, it is helpful to look at the evolution of vehicle architecture and software integration. Keysight shares the view held by other industry leaders and consultancies, such as PwC, that the SDV evolution can be represented in levels ranging from Level 0 to Level 5, similar to the SAE framework for autonomous driving. The following table outlines the key levels of SDV maturity — from mechanically controlled systems to fully integrated, cloud-native ecosystems — highlighting how each stage builds upon the last in terms of architecture, capabilities, and business potential.

Why the Software Stack Is the Game Changer

As the industry advances along the SDV maturity curve, with many companies currently progressing from Level 2 to Level 3, or from Level 3 to Level 4, and leading players already operating at Level 4 and beyond, it becomes increasingly clear that software is no longer just a supporting element. It has become the central driver of innovation, competitive differentiation, and long-term value creation.

At the lower maturity levels, software typically enhances isolated functions. However, as vehicles evolve, software becomes the foundation of the entire vehicle experience, encompassing everything from core functionality and safety systems to user interaction and service delivery. Over-the-air (OTA) updates and modular software stacks enable continuous innovation, allowing automakers to roll out new features and improvements long after the vehicle has left the factory floor.

At the upper levels of maturity, vehicles begin to resemble digital platforms. They support app ecosystems, enable third-party integrations, and deliver highly personalized services. With real-time data at their core, these vehicles unlock predictive maintenance, usage-based insurance, and dynamic performance optimization. This shift also opens the door to entirely new business models, from feature subscriptions to data-driven services, all made possible by a robust, scalable, and service-oriented software architecture. This SDV platform is also the enabler to advanced safety and security capabilities, as well as for AI-based intelligent mobility concepts such as autonomous driving, robotaxi, and tele-driving.

The Legacy: Domain-Oriented Architecture

For many years, vehicles have been built using a domain-based architecture, where each functional area, such as infotainment, powertrain, body control, or ADAS, is managed by its own set of Electronic Control Units (ECU). These ECUs (sometimes +80 per vehicle) are tightly coupled to specific hardware and software, forming isolated domains.

This architecture relies on:

• Multiple ECU domains: Each domain contains several ECUs dedicated to specific functions
• Heterogeneous BUS systems: Communication within and between domains is point-to-point
• Cross-car wiring: Signals often need to travel across the entire vehicle, resulting in complex and heavy wiring harnesses (+50kg coper wires)

While this approach allowed for a clear separation of functions, it also introduced significant complexity and limitations:

• A high number of ECUs per vehicle, often with overlapping functionality
• Each ECU requires its own controller and dedicated firmware
• Redundant hardware and wiring, increasing weight and cost
• Limited flexibility for software updates and feature expansion
• High integration and maintenance costs due to fragmented systems

While domain-oriented architecture served the industry well in the past, it creates functional silos, limits scalability, and poses challenges for the software-driven future of mobility.

The Shift: Zonal and Service-Oriented Architecture

In contrast, zonal architecture reorganizes the vehicle’s electronics based on physical zones (e.g., front-left, rear-right) rather than functional domains. Each zone is managed by a powerful zonal controller that aggregates data from nearby sensors and actuators. These controllers are connected to a centralized High-Performance Computer (HPC) via high-speed, low-latency communication across the vehicle, like automotive Ethernet.

Protocols like CAN and LIN have historically formed the core of in-vehicle communication systems. However, as automotive networks evolve toward domain and zonal architectures, the limitations of these legacy protocols become apparent. Nowadays for SDV, 10BASE-T1S addresses this gap by offering a lightweight, cost-efficient Ethernet solution optimized for low-speed, high-node count applications — enabling seamless integration across ECUs and sensor networks. Enabling multipoint communication and supporting both deterministic and non-deterministic functions.

This hardware transformation is tightly coupled with a shift in software architecture — from function-specific implementations to a Service-Oriented Architecture (SOA). In SOA, vehicle functions such as navigation, climate control, or lane keeping are delivered as modular, reusable services that can be independently developed, deployed, and updated.

Key Components:

• High-performance computers: Centralized compute units for software execution and real-time decision-making
• Automotive Ethernet: Multipoint, High-speed, low-latency communication backbone with one TCP-IP
• Localized wiring: Sensors and actuators connect to the nearest zonal controller, reducing cross-car wiring
• Service-oriented software: Decouples software from hardware, enabling dynamic feature deployment and cross-domain communication and data sharing via standardized APIs

This shift to a zonal, service-oriented architecture brings a host of transformative benefits. By consolidating functionality into fewer, more powerful computing units, automakers can significantly reduce the number of ECUs in a vehicle. This not only simplifies the overall system architecture but also lowers costs and minimizes potential points of failure. The shift away from complex, cross-car wiring toward localized connections within physical zones leads to lighter vehicles and more streamlined assembly processes.

Centralized computing, supported by zonal architectures, lays the foundation for a more dynamic software environment, enabling rapid feature deployment and streamlined updates. This architecture also enhances scalability, making it easier to adapt core systems across different vehicle models and configurations. With modular, service-based software, development cycles become faster introducing CI/CD/CT workflow and agile enabling collaborative development, supporting continuous innovation and seamless integration of third-party services. Perhaps most importantly, this approach enables dynamic OTA updates, ensuring that vehicles can continue to evolve and improve long after they leave the production line.

Together, these advancements lay the groundwork for the software-defined vehicle, a platform that is not only intelligent and adaptable but also designed for continuous evolution in a rapidly changing mobility landscape.

Looking Ahead

This architectural shift is not just a technical upgrade — it’s a strategic transformation. Automakers must now embrace a new mindset: HW/SW separation with using commoditized HW and components, building platforms that are modular and scalable, secure and cloud-connected, and designed for agility and rapid iteration.

It’s not just about adding more software; it’s about reimagining the vehicle as a dynamic, updatable platform. In the SDV era, the software stack becomes the engine of innovation, differentiation, and long-term value. The future belongs to those who build for continuous evolution, where software defines not just features, but the entire customer experience.

In the next blog article of our SDV Series, we’ll explore the business challenges that come with the SDV transition and how organizations can actively navigate and shape this transformation to stay ahead.

HOUSTON, October 13, 2025 /3BL/ – The Baker Hughes Foundation on Friday celebrated the donation of a new delivery van to Kids’ Meals, the nation’s only healthy, free home meal delivery program for food-insecure pre-school aged children, by filling it with over 1,000 meals packed by Baker Hughes employees who also donated over 1,000 juice boxes. The van, funded by an $88,000 grant from the Foundation, will support Kids’ Meals in their mission to change mealtimes and lifetimes one lunch at a time by enabling the organization to deliver meals to more families in our communities. 

“Children are the future, and Baker Hughes is proud to support the next generation of innovators,” said Chairman and CEO Lorenzo Simonelli. “We believe every child deserves access to the support and resources they need to thrive, and we are honored to help further Kids’ Meals’ important mission to nurture children and their families.”

Baker Hughes has partnered with Kids’ Meals since 2020. Over the last year, employees have volunteered over 400 hours helping prepare, decorate and pack lunches. The Foundation is deeply committed to advancing health and education in the communities where Baker Hughes employees live and work and are proud supporters of Kids’ Meals.

The Foundation seeks to advance environmental quality, education and opportunity, and health, safety and wellbeing around the world by supporting organizations with shared values. This donation also supports Baker Hughes’ commitment to advancing the United Nations’ Sustainable Development Goals, specifically SDG 2 to end hunger, achieve food security, improved nutrition and promote sustainable agriculture. 

“We are overjoyed that our Hope Provider now has the honor of driving the new Baker Hughes Foundation funded van while delivering meals,” said Beth Braniff Harp, CEO of Kids’ Meals. “Through their partnership, Baker Hughes Foundation is helping us continue our mission to end childhood hunger in Houston. This van is more than a mode of transportation, it’s a beacon of hope, and it means so much to us and the families we serve.” 

Serving 56 ZIP codes across Greater Houston, Kids’ Meals provides over 10,000 free, healthy meals to preschool-aged children each weekday, and when school is out, every child in the home up to age 18 receives a meal, totaling over 16,000 meals per day. To learn more about Kids’ Meals or how to support, visit KidsMealsInc.org. 

About the Baker Hughes Foundation:
For 30 years, the Baker Hughes Foundation has been a steward of charitable resources for meaningful community impact. The Foundation seeks to advance environmental quality, education, health, safety, and wellness around the world by supporting organizations with shared values, demonstrated leadership, evidence of impact, financial soundness, and the capacity to implement initiatives and evaluate their success. The Baker Hughes Foundation makes strategic philanthropic contributions, matches Baker Hughes employee contributions, and awards volunteer recognition grants for outstanding employee community service.

About Baker Hughes
Baker Hughes (NASDAQ: BKR) is an energy technology company that provides solutions to energy and industrial customers worldwide. Built on a century of experience and conducting business in over 120 countries, our innovative technologies and services are taking energy forward – making it safer, cleaner and more efficient for people and the planet. Visit us at bakerhughes.com.

About Kids’ Meals
In 2025, Kids’ Meals will deliver more than 3.4 million free, healthy meals to the homes of hungry preschool-aged children who face hunger due to extreme poverty. Since 2006, Kids’ Meals has delivered more than 18 million meals and connected families to vital wraparound resources to help end the cycle of poverty. Kids’ Meals is the only program of its kind in the nation delivering more than 10,000 free, healthy meals every weekday to 56 Houston-area zip codes. Visit www.kidsmealsinc.org, or follow us on Facebook, Instagram, and LinkedIn. 

For more information, please contact:

Baker Hughes Media Relations
Adrienne M. Lynch
+1 713-906-8407
 adrienne.lynch@bakerhughes.com

Kids’ Meals Media Relations
Krystal Patout
+1 713-627-2223
kpatout@piercom.com 

We work hard to use packaging that does more than protect our products and delight our consumers. At Mondelēz International, we strive to continually improve our packaging with the long-term aim of advancing our support for a more circular economy for packaging.

HIGHLIGHTS

• Approximately 96% packaging designed to be recyclable ⁽¹¹⁾
• Approximately (4.6)% reduction in overall virgin plastic (vs. 2020) ⁽¹²⁾

STRATEGIC APPROACH

We believe that by improving our packaging and measuring our performance, we can make progress towards our long-term aim of advancing our support for a more circular economy for packaging.

CIRCULARITY IN PRACTICE

Working to help advance a more circular economy demands infrastructure development, investment, an enabling policy and regulatory environment, and cooperation between multiple stakeholders.

There are many challenges that may impede the advancement of a circular economy for packaging, including a landscape of disconnected national and sub-national policies, the need to transform complex global supply chains, and the sourcing of high cost and limited availability materials.

Collaboration is key to overcoming challenges and achieving progress. We collaborate with many companies and other stakeholders on topics ranging from innovation of more sustainable alternative materials to helping develop enhanced policies, including Extended Producer Responsibility (EPR). While impact from collaboration requires time to coordinate and deploy resources across many companies, we continue to make steady progress together.

Demonstrating our commitment to collaboration, in 2024 we continued to co-chair the CGF Plastic Waste Coalition of Action (PWCoA) Taskforce on Flexible plastic packaging, advancing important work to align consumer packaged goods companies on common requirements for flexible paper packaging and principles for effective EPR that includes flexible plastic packaging.

ACTION PLANS AND PROGRESS

We aim to remove unnecessary packaging and simplify packaging materials across the business. Our three part approach includes:

1. Reducing Packaging by aiming to utilize packaging that is lightweight, safe and, where appropriate can be reused
   or recycled.
2. Evolving Packaging involves aiming to design our packaging to be recyclable, removing problematic materials, and including recycled plastic, where appropriate, to help reduce packaging waste. Our goal is to use packaging that is designed to be recyclable and continue to use recycled content.
3. Improving Systems means supporting the development of infrastructure and capabilities with the aim of being able to collect the packaging we place on the market. We support the implementation of effective policy and EPR schemes. These help enable the development of collection systems of all types of plastic packaging. We are collaborating with other companies, policymakers, investors and other key actors to help advance this work.

Significant progress has been made across the company to integrate our Global Sustainable Packaging Strategy into our local business strategies and roadmaps. In 2024 we continued to work with our local market and brand teams through workshops and training to help advance locally relevant programs for more sustainable packaging.

We believe that cross-functional collaboration is critical to our success and ability to deliver more sustainable solutions for packaging, especially in these areas:

• New innovative materials that support increased circularity and meet the quality and safety requirements of our products.
• Sourcing of new technologies such as materials made from recycled plastic.
• Globally consistent support for policy development and advancement of infrastructure.

By building on our strong foundations, we continue to move closer to meeting our goals and advancing our support for a more circular economy for packaging.

1. REDUCING PACKAGING
   We continue to progress towards achieving our 2025 goal of 5% reduction in our use of virgin plastic packaging versus 2020 levels and are set to continue to make progress over the year ahead. As a result of the slowly increasing supply of new materials, such as recycled content for flexible film, as well as successful line trials across a complex network of manufacturing sites we continue to reduce the use of virgin plastic in our packaging. In 2024, we were able to reduce our plastic packaging footprint by approximately (4.6)% versus 2020.⁽¹²⁾

   For rigid plastic packaging, we are working to offset high category growth and reduce our use of virgin plastic by eliminating packaging and using more recycled content. For example, in 2024 our Southeast Asia Business Unit reduced virgin plastic use by approximately 150 metric tonnes by eliminating plastic trays across our cookie portfolio, including Oreo, Chipsmore and Cosy brands. While we believe we have a strong pipeline of projects for 2025, we anticipate facing challenges in sourcing new materials and overcoming technical challenges to qualify and implement new solutions.

2. EVOLVING PACKAGING
   We continue to evolve our packaging materials to be more sustainable. In alignment with industry guidelines, we made progress in reducing our use of problematic materials such as PVC & PVDC and converting to recyclable packaging. At the end 2024 approximately 96% of our packaging was designed to be recyclable.⁽¹¹⁾

   We are working across our company to understand local needs, educate suppliers on Mondelēz International requirements, improve industry standards and help amplify impact through cross-industry collaboration. In 2024, we continued to support the advancement and adoption of the CGF’s Golden Design Rules, and as members of the Ocean Plastics Leadership Network (OPLN) are helping to influence more sustainable production of chemically recycled flexible plastic.

   We also continued to increase our use of recycled plastic. In North America we are converting plastic cookie trays to include up to 50% recycled PET, and our UK & Ireland Business Unit announced that starting from 2025 we will wrap approximately 300 million Cadbury bars in packaging made using up to 80% ISCC+ mass balance certified recycled plastic, reducing virgin plastic use by approximately 600 metric tonnes per year.

   We are also converting from plastic packaging to alternative materials, where beneficial. For example, in 2024 Cadbury converted from plastic to paper outerwrap for its Fingers and Animals multipacks, and LU introduced paper packaging for Véritable
   Petit Beurre, Petit Brun Extra, and LU Thé biscuit multipacks.

3. IMPROVING SYSTEMS
   To achieve a more circular economy for packaging, we believe that it is critical that the systems and infrastructure exist to collect, sort and recycle packaging waste. As such, we are working with many companies, investors, suppliers policymakers and other critical stakeholders to help improve policy design, help implement enhanced EPR schemes, and invest in new technologies
   and infrastructure.

   In 2024 as members of the Business Coalition for a UN Plastics Treaty and its Policy Working Group we continued to advocate for a legally-binding treaty that helps harmonize global policy. We hope to see progress toward a ratified agreement over the year ahead.

   We are also working to help advance the development of enhanced EPR Schemes in various markets around the world. In the US, through our membership of the CGF PWCoA we helped establish the EPR Leadership Forum (ELF) and as founding board members of the Circular Action Alliance are working with other companies to help implement effective schemes in Colorado, Oregon and other states.

   Finally, through the Circulate Capital Ocean Fund for Latin America and the Caribbean we are helping to advance the development of waste collection and recycling infrastructure, with inaugural investments made in Brazil and Colombia in 2024.

GOALS AND METRICS

SUSTAINABLE PACKAGING GOALS

• 5% recycled plastic content by 2025
• 98% or more of our packaging designed to be recyclable by 2025
• 5% reduction in virgin plastic by 2025 (vs. 2020)
• 25% reduction in virgin rigid plastic by 2025 (vs. 2020)

PACKAGING PORTFOLIO⁽³⁵⁾

2024 PROGRESS
	2024
Corrugated (metric tonnes)	429,400
Paper (metric tonnes)	237,000
Flexible plastics (metric tonnes)	124,500
Rigid plastics (metric tonnes)	53,400
Glass (metric tonnes)	11,200
Other flexibles (metric tonnes)	10,300
Metals (metric tonnes)	10,000
Total weight of packaging (metric tonnes)	875,800

SUSTAINABLE PACKAGING

2024 PROGRESS
	2024	2023	2022	2021
Packaging designed(11) to be recyclable (%)	96 %	96 %	96 %	95 %
Reduction in overall virgin plastic (12) (vs. 2020) (%)	-4.60%	1.7 %	2.9 %	4%
Reduction in virgin rigid plastic (vs. 2020) (%) (12)	1.4 %	10 %	5.4 %	—
5% recycled plastic content by 2025 (%) (13)	1.6 %	1.4 %	1 %	0.5 %

An independent third-party was engaged to provide limited assurance of our 2024 performance on plastics and packaging material consumption and targets included in the above chart.

Read our assurance statement in our ESG Reporting & Disclosure Reporting Archive.

View the full 2024 Snacking Made Right Report. 

^{(11) 2024 reported information covers the period from December 1, 2023 through November 30, 2024. Our annual reporting cycle for this metric differs from previous years as we migrate to calendar year reporting. Reported information utilizes forward looking volume estimates. Reported information is verified by an independent third-party and available in our ESG Reporting & Disclosure Reporting Archive.}

^{(12) 2024 reported information covers the period from December 1, 2023 through November 30, 2024. Our annual reporting cycle for this metric differs from previous years as we migrate to calendar year reporting. We have recalculated our base year 2020 due to data improvements. We have restated 2023 and 2022 metrics for year-over-year comparison. Reported information is verified by an independent third-party and available in our ESG Reporting & Disclosure Reporting Archive.}

^{(13) 2024 reported information covers the period from December 1, 2023 through November 30, 2024. Our annual reporting cycle for this metric differs from previous years as we migrate to calendar year reporting. Reported information is verified by an independent third-party and available in our ESG Reporting & Disclosure Reporting Archive.}

^{(35) 2024 reported information covers the period from December 1, 2023 through November 30, 2024. Our annual reporting cycle for this metric differs from previous years as we migrate to calendar year reporting.}

Coinciding with Climate Week NYC 2025, Forbes recently named FedEx chief sustainability officer and vice president of Environmental Affairs, Karen Blanks Ellis, to the 2025 Forbes Sustainability Leaders list, recognizing her leadership of the sustainability strategy for the world’s largest express transportation company.

Blanks Ellis is one of fifty individuals recognized by Forbes on this year’s list, which includes environmental ministers, climate tech entrepreneurs, globally recognized activists, and non-profit and private sector leaders. According to Forbes, the list celebrates leaders who are “defining what climate leadership looks like today” and whose “recent achievements prove that meaningful climate progress is happening now.”

In recognizing Blanks Ellis and FedEx, Forbes highlighted the company’s goal of carbon neutral operations by 2040, as well as the company’s 6.1% year-over-year reduction in direct (Scope 1) emissions. Blanks Ellis attributed this decrease in emissions in large part to aircraft modernization and fuel conservation efforts—initiatives that also enabled the company to save $400 million in jet fuel costs in FY 2024.

Advancing an “all of the above” approach to aviation sustainability

Blanks Ellis’ Forbes recognition coincided with FedEx participation in other events at Climate Week NYC, where FedEx convened discussions with customers, civil society, and scientific experts aimed at scaling solutions and identifying shared barriers to progress.

FedEx convened a roundtable with Foreign Policy that brought together experts from science, policy, finance, and business to explore how to scale existing—yet still emerging—natural carbon removal techniques. Additionally, Blanks Ellis joined Foreign Policy and aviation leaders on stage to advocate for a full suite of solutions to help the global aviation industry reach its sustainability goals: increased production of sustainable aviation fuels (SAF), air traffic control improvements, more energy-efficient aviation technology, and the adoption of a global framework for international aviation emissions management.

Learn more about the FedEx sustainability strategy here and read on for a Q&A with Chief Sustainability Officer, Karen Blanks Ellis.

———

Climate Week NYC Q&A with Karen Blanks Ellis, Chief Sustainability Officer and VP of Environmental Affairs, FedEx

Q: Karen, this was your first time attending Climate Week NYC—and you kicked it off by being named to the 2025 Forbes Sustainability Leaders list. What are your takeaways having met with some of your fellow honorees during the week?

Karen Blanks Ellis: It’s certainly an honor, and I’m grateful, but the truth is everything we do in this space is collaborative. I have the privilege of working alongside teams at FedEx who are focused on finding practical solutions across our business—like our air operations team members identifying creative fuel conservation opportunities, or our procurement and finance teams helping us execute our sustainability strategy in line with the needs of the business. More than anything, I am coming away from this week energized from learning from my CSO peers, our customers, and FedEx nonprofit partners who are all committed to advancing this important work.

Q: How are you assessing the next steps in the company’s sustainability strategy, especially in a time of transformation for the company and the industry? How do you see the sustainability strategy and the business strategy reinforcing each other at FedEx?

KBE: It is a pivotal time for FedEx and for corporate sustainability. Since 2022, we have been undergoing the largest transformation in our company’s history. We are working to improve network efficiency, modernize our systems, and harness the insights from the rich amount of data we have from operating our extensive global network. Sustainability is a natural complement and further ensures that we are building for the long term.

FedEx is relatively unique in the transportation industry in that we own many of the assets in our network, so addressing our direct emissions is a core focus of our sustainability strategy. The progress we make in that area is meaningful—both for our own business as well as for our customers. What we do within our network is ultimately in service to our customers; our Scope 1 direct emissions show up in their own carbon accounting as their Scope 3 value chain emissions.

Q: Carbon removal was a prominent theme of your Climate Week–what role do nature-based carbon capture solutions play in the long-term strategy for FedEx?

KBE: The scientific consensus is clear: achieving climate objectives requires carbon removals. While decarbonizing our operations remains the priority as we work towards our goal of carbon neutral global operations by 2040, residual emissions will persist—especially in aviation.

Through the vision of our late founder, Fred Smith, the $100M investment by FedEx to help establish the Yale Center for Natural Carbon Capture has already advanced the scientific body of work on carbon capture methods like enhanced weathering—a geological technique accelerates the chemistry of the Earth’s natural carbon cycle by placing basalt rock on agricultural fields. But beyond that, I get most excited by the fact that enhanced weathering can benefit farmers by improving soil health, increasing crop yields, and providing them with a new revenue stream.

But there will not be sufficient quality carbon removals available to meet the needs of hard-to-abate industries like ours if we don’t work collectively to scale up the market. That’s why FedEx convened a group of potential corporate buyers, project developers, financial institutions, policy influencers, and standard-setters during Climate Week for an honest discussion about what needs to happen next. We know that science will continue to evolve. But we already know enough about these techniques to build greater public understanding and to scale up the amount of excess carbon removed using them.

Click here to learn about FedEx Cares, our global community engagement program.