
Chantelle's CSR report details climate and circularity goals
Climate action validated by SBTi The Science Based Targets initiative (SBTi) has validated Chantelle's greenhouse gas (GHG) emission reduction goals as being aligned with a one point five degrees Celsius warming trajectory. The group has committed to reducing its scope one and two emissions by at least 47 percent and its scope three emissions by 66 percent by 2029, both in absolute value compared to a 2019 baseline. Sustainable products and circular economy
A core focus of the report is the company's efforts in product sustainability. Chantelle increased its use of reduced-impact fibers by more than 45 percent by weight in 2024 compared to 2023 for items produced in its own factories. The company has an ambitious goal that by 2030, 100 percent of its collection articles will be composed of at least 50 percent reduced-impact, traceable fibers.
The report also details initiatives aimed at fostering a circular economy. Chantelle launched a repair service in its French boutiques in the first half of 2024 and plans to expand this to all its points of sale and its e-commerce site by 2025. The Dutch brand Livera also offers repair services in 60 percent of its stores. Additionally, the company participated in a collective to explore creating a collection, sorting, and recycling channel for lingerie products predominantly made from polyamide. Transparency and traceability
Chantelle has reinforced its supply chain traceability. Thanks to a partnership with Trace for Good, over ninety percent of its spring/summer 2025 collection products will have enhanced traceability. This initiative extends beyond regulatory requirements to identify the names, addresses, and countries of key suppliers. The company also increased the proportion of its tier two suppliers with a valid audit report to more than 60 percent, nearly doubling its performance from the previous year. Social and societal commitments
The group continued its support for employee well-being, providing more than 7,500 hours of training in France in 2024. The report also highlights a growing commitment to diversity, equity, and inclusion, with an index score of 89 out of 100 for gender equality in France. Inclusivity is also a key theme in product design, with offerings that cater to a wide range of body types, from cup size A to J.

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Times
5 hours ago
- Times
Eurostar wants to launch new London routes. Can it make them work?
Almost 31 years ago, in 1994, the very first Eurostar train pulled out from the soaring arches of London Waterloo. Destination: Paris, Brussels and Lille. Back then, international train travel looked a bit different (for starters, it's not the same station — Eurostar moved to St Pancras International in 2007). In its first year of operation, Eurostar carried three million people. Last year 19.5 million of us sat on one of the company's elegant blue-and-yellow Siemens trains, with most journeys either starting or ending at the north London hub. By 2040 the cross-Channel operator is aiming to carry 25 million passengers, which translates as 2,700 an hour (up from 2,000 an hour now). The eventual goal is 5,000 passengers an hour. For context, London Heathrow, Europe's busiest airport, handles less than double that right now. The growth is thanks to the increased popularity of train travel in recent years, plus the fact that it has become a more viable option for European trips — as well as a convenient one. There are 17 trains a day linking London and Paris, and about half that to Brussels. This year Eurostar added more trains on its Amsterdam route, with five services a day linking the British and Dutch capitals (there's also a snazzy new terminal at Amsterdam Centraal station). This spring, a record 45,000 passengers travelled with Eurostar in one day. A large-scale expansion plan is in the offing. By 2030 Eurostar wants to run three new direct routes to Europe — to Frankfurt, Geneva and Cologne, all with a travel time of under six hours, which it says reflects passenger demand — and will introduce a fleet of 50 new trains to service them (rumoured to be double-decker versions by the French manufacturer Alstom, a passenger favourite). These are big ambitions. And to achieve them, St Pancras International, Eurostar's London hub, needs to adapt. Its planned expansion is in three phases — the first (which has already started) being to improve security and border control, the second to expand the station concourse and the third to look at moving arrivals upstairs, so they file straight out next to George Gilbert Scott's St Pancras Renaissance Hotel. To find out more, I had an exclusive behind-the-scenes look at what the station is doing to prepare for Eurostar's new era with Simon Lejeune, its chief safety and stations officer. First, the problems. Anybody arriving at the Eurostar terminal at St Pancras and either having to idle in a snaking queue past the shops, or trying to find a seat in its cramped waiting area, can attest to the fact that the 19th-century station is under pressure. The problem is space: the station is owned by English Heritage, listed as a heritage building by Historic England and there's nowhere else for it to expand. • 22 of the best rail journeys in Europe Eurostar is also under pressure from competitors including Richard Branson's Virgin Trains and Gemini Trains/Uber, which want to run services through the Channel Tunnel. Related to this, there's an ongoing row with the UK regulator the Office of Rail and Road (ORR) over available maintenance space at the east London depot Temple Mills, which only Eurostar leases at present. The ORR says the depot, which stores and maintains high-speed trains, only has space for planned Eurostar growth or a new entrant — but not both. The ORR decision as to whom the space will be awarded to is due by the end of October. Then there's the new European Entry/Exit System (EES), due to come into force from October 12, which will mean more queues around the station as travellers need to register biometrics such as fingerprints and facial scans, plus confirming other pieces of information including accommodation booking and insurance on special kiosks before travel. Passengers will need to revisit these kiosks for a biometric scan before every journey in a move that will eventually replace passport stamping, although the European Commission has confirmed there will be a six-month grace period and passports will continue to be stamped during that time. My tour starts by the bank of EES kiosks, outside the Eurostar terminal (there are 49 kiosks around the station in total). St Pancras, alongside Dover for the ferries and Folkestone for LeShuttle, has 'juxtaposed' EU borders, which means passengers enter France (and therefore the Schengen area) in the UK. Eurostar says it estimates each registration will take up to 90 seconds, although its official line is that passengers won't need to arrive at the station any earlier than the present advised arrival time of 75 minutes before their train. • 9 of the best sleeper trains in Europe I ask Lejeune how the flow of passengers will be managed. The fear at EU borders is that from October the queues will be unmanageable for the first few weeks as passengers register themselves for the first time. He tells me that EES will instead be rolled out on a gradual basis — and passengers, at first, will be 'invited' to complete their details (probably Premier passengers) and that there will be staff members positioned around the station to make sure passengers know what they need to do. In the station itself the number of French border kiosks has been doubled, with similar expansions in Brussels and Paris. There are now 18, up from 9, with more e-gates too, which British passengers will be able to use when they've registered for EES. Ten more security scanners are on the way — passengers love Eurostar because there's no liquid or hand baggage restrictions, a rarity in air travel — which will help to ease queues on the way in. Then there's terminal layout, which under phase two — set to be completed by the end of 2028 — will be redesigned. The present departure hall is far too small; it's usually impossible to get a seat, and with even minimal train delays the area feels too cramped — the only place with any room to breathe is the Lounge, which only Premier customers can use (one-way London to Paris fares in first class from £245). The idea is to expand departures into most of the arrivals area, which is large and mostly unused, and eventually to divert passengers who arrive in St Pancras straight out of the station on the upper level. During what is an extremely busy summer for travel, Eurostar is already trying to manage crowds. In the next few weeks, it will tell passengers they will only need to be at the station 60 minutes before their train, down from 75 minutes now and 90 minutes earlier this year, to ensure nobody is hanging around longer than they need to be. • Eurostar guide: everything you need to know before you travel 'As demand for sustainable international travel continues to surge, our stations are evolving to meet the needs of the future,' Lejeune says. 'We're investing in infrastructure, technology and design to ensure our key hubs — like London St Pancras — can handle more passengers with greater ease, speed and comfort. Whether it's rethinking how passengers flow through the terminal or preparing for the next generation of trains, we're focused on delivering a seamless experience.' The goal of increasing traffic to 5,000 passengers an hour through a tight central London space seems ambitious at best and unmanageable at worst. As well as making sure St Pancras is fit for purpose, there are plenty of regulatory hurdles to jump over before passengers are whisked from London to Geneva or Düsseldorf. But I suppose the proof will be in the proverbial pudding — or Black Forest gateau.


Fashion United
8 hours ago
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Immigration raids disrupt US second-hand clothing supply chains
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Fashion United
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