Latest news with #EnvironmentProgram
Korea Herald
2 days ago
- Politics
- Korea Herald
Nations gather in Geneva to confront world's spiraling plastic pollution crisis
Nations kicked off a meeting on Tuesday to try to complete a landmark treaty aimed at ending the plastic pollution crisis that affects every ecosystem and person on the planet. It's the sixth time negotiators are meeting and they hope the last. A key split is whether the treaty should require cutting plastic production, with powerful oil-producing nations opposed; most plastic is made from fossil fuels. They say redesign, recycling and reuse can solve the problem, while other countries and some major companies say that's not enough. Luis Vayas Valdivieso, the chair of the negotiating committee that aims to develop a legally binding instrument on plastic pollution, said, 'We are pretty sure nobody wants plastic pollution. Still, we have not been able to find a systematic and an effective way to stop it.' Vayas believes the 10-day gathering in Geneva can be groundbreaking. 'For the first time in history, the world is within our reach of a legally binding international instrument to end plastic pollution,' said Vayas, who is also Ecuador's ambassador to Britain. 'We are facing a global crisis. Plastic pollution is damaging ecosystems, polluting our oceans and rivers, threatening biodiversity, harming human health and unfairly impacting the most vulnerable. The urgency is real.' Only a treaty can mobilize the necessary global action, said Angelique Pouponneau, lead ocean negotiator for 39 small island and low-lying coastal developing states. At home in the Seychelles, Pouponneau said, plastic contaminates the fish they eat, piles up on beaches and chokes the ocean to undermine tourism and their way of life. 'It's the world's final opportunity to get this done and to get it done right,' she said. 'It would be a tragedy if we didn't live up to our mandate." UN Environment Program Executive Director Inger Andersen said the issues are complex, but the crisis is 'really spiraling' and there's a narrow pathway to a treaty. She said many countries agree on redesigning plastic products to be recycled and improving waste management, for example. 'We need to get a solution to this problem. Everybody wants it. I've yet to meet somebody who is in favor of plastic pollution,' Andersen said. Between 19 million and 23 million tons of plastic waste leak into aquatic ecosystems annually, which could jump 50 percent by 2040 without urgent action, according to the UN. In March 2022, 175 nations agreed to make the first legally binding treaty on plastics pollution by the end of 2024. It was to address the full life cycle of plastic, including production, design and disposal. Talks last year in South Korea were supposed to be the final round, but they adjourned in December at an impasse over cutting production. Every year, the world makes more than 400 million tons of new plastic, and that could grow by about 70 percent by 2040 without policy changes. About 100 countries want to limit production as well as tackle cleanup and recycling. Many have said it's essential to address toxic chemicals. Panama led an effort in South Korea to address production in the treaty. Negotiator Debbra Cisneros said they'll do so again in Geneva because they strongly believe in addressing pollution at the source, not just through downstream measures like waste management. 'If we shy away from that ambition now, we risk adopting an agreement that is politically convenient, but environmentally speaking, is ineffective,' she said. About 300 businesses that are members of the Business Coalition for a Global Plastics Treaty — companies such as Walmart, the Coca-Cola Company, PepsiCo, and L'Oreal — support reducing production along with increasing recycling and reuse. The coalition includes major food and beverage companies and retailers who want an effective, binding treaty with global rules to spare them the headaches of differing approaches in different countries. Some plastic-producing and oil and gas countries firmly oppose production limits. Saudi Arabia, the world's largest exporter of one common type of plastic, has led that group in asserting there should be no problem producing plastic if the world addresses plastic pollution. The US doesn't support global production caps or bans on certain plastic products or chemical additives to them. The State Department says it supports provisions to improve waste collection and management, improve product design and drive recycling, reuse and other efforts to cut the plastic dumped into the environment. On Tuesday, the US proposed striking language in the objective of the agreement about addressing the full life cycle of plastics, the mandate from the resolution for creating a treaty. Such a change could stop the inclusion of anything related to the supply of plastic or plastic production. (AP)
Sydney Morning Herald
6 days ago
- Automotive
- Sydney Morning Herald
The country where 76 per cent of cars sold are electric
'We're interested in making sure that this rapid growth in these emerging markets doesn't follow the same trajectory as the developed markets,' said Rob de Jong, head of sustainable transportation for the United Nations Environment Program. But as Nepal has learnt, there are obstacles. The country has spent heavily on subsidies for EVs, and getting rid of the support too quickly could derail the shift to battery power. Even if petrol-powered passenger cars are phased out, cleaning the air will require public transportation to go electric as well. The Asian Development Bank, a multinational development lender, has been a key financier of Nepal's dams, transmission lines and charging networks. The head of the bank's resident mission in Nepal, Arnaud Cauchois, is cautious about the risk of backsliding. 'Given the economic sense that this EV conversion represents for Nepal, I think I would see it as unlikely that we would have major policy change,' Cauchois said. 'But that's basically a wish more than a conviction.' From Indian petrol to Chinese cars Many countries are trying to electrify their vehicle fleets, but the case for doing so is even more obvious in Nepal, with its clean energy embodied in the rivers that run down from the Himalayas. A 2015 border skirmish with India squeezed Nepal's petroleum imports, then its largest energy source. After that, the government invested heavily in hydropower and grid infrastructure, which have provided cheap, non-polluting sources of electricity. Nearly all households now have access, and the rolling blackouts have ended. To maximise the potential of its homegrown power, Nepal would need to use it for transportation. But EVs were still too expensive for mass adoption in a country with a per-capita economic output of about $US1400 ($2150). So, the government pulled all the levers it had to provide incentives. Nepal's primary source of revenue is taxes on imports. To make EVs cheaper, the government set its customs and excise taxes on the cars at a combined maximum of 40 per cent in 2021, compared with 180 per cent for petrol-powered cars. Now, the electric version of one Hyundai SUV costs less than $US38,000, while the petrol-powered model is about $US40,000. The Nepal Electricity Authority built 62 charging stations, in Kathmandu and on highways across the country. It allowed anyone to build chargers, levied negligible tariffs on their import and gave away transformers – the priciest component. Finally, the government set electricity costs for chargers at less than market rates. At those prices, fuelling a petrol-powered car cost about 15 times as much as charging an electric one. That was enough to create a business model for hotels, restaurants and other roadside entrepreneurs to install chargers on their own. 'At first, everybody was scared – how to establish and whether it would run or not,' said Kul Man Ghising, who managed the electricity authority until March. 'But we tried and tried and tried.' Businesses have now installed about 1200 chargers, according to the agency, and private residences are likely to have thousands more. 'A win-win situation' At first, automotive dealers were sceptical. But Yamuna Shrestha saw the potential. Originally a distributor for solar power equipment made by BYD, the largest electric car company in China, she saw some of its new models on a trip to the company's Shenzhen headquarters in 2016. She secured the licence to distribute BYD vehicles in Nepal a few years later, when few others thought EVs could gain traction. 'Many people were pushing for fossil fuels, but there was no one advocating for electric vehicles,' Shrestha said. Her sales took off when BYD released cars that could go further on a single charge and had high enough clearance to cope with Nepal's rough roads. Now, she has 18 dealerships and expects to sell 4000 vehicles in 2025. Loading But the competition is withering, as dozens of Chinese brands have entered the market. Dealers of Indian-made vehicles say they can't match the low price and high quality of vehicles coming from Chinese manufacturers, which have been pressing to get into any markets they can. 'There is a kind of geopolitical push when it comes to EVs that come into Nepal,' said Karan Kumar Chaudhary, who runs Suzuki dealerships and leads the Automobiles Association of Nepal. 'You are talking about models that compete with Tesla that are coming in at half the price of a Tesla, which is unrealistic, right? As a consumer, it's a win-win situation.' Jit Bahadur Shahi was convinced. After retiring from the national police last year, he paid about $US33,000 for a new electric minibus. He ferries passengers seven hours from Kathmandu to his town, Janakpur, on the Indian border. Ten round trips are enough to cover his monthly loan payments, and he expects to pay off the van in four years. 'It's OK. I'm happy,' Shahi, 43, said while charging the van on a Saturday. 'But the problem is that charging stations are not everywhere.' He also worries how much it will cost to fix the van after the warranty expires, and what will happen when its battery wears out. Loading Businesses and advocates in the country are concerned that Nepal may already be backing off its commitment to the electric transition. The young democracy has had three prime ministers in the past five years, and priorities have shifted with each of them. The nation's central bank doubled down-payment requirements for EVs this year. The federal government, seeing declining revenues from car imports, has been inching up its tariffs on EVs. The government also does not have a plan for the collection or recycling of batteries. And auto dealers worry that faulty vehicles from some of the smaller Chinese brands could discredit the category. They're pushing for an agency that would independently certify safety and quality. Rajan Babu Shrestha holds the licence to distribute cars in Nepal from Indian manufacturer Tata Motors. He has seen sales rocket on his electric models, but he could go back to selling petrol-powered vehicles if tariffs rose or subsidies for charging stations went away. 'It's a very positive direction they are going in, but it really comes down to the long-term policy,' Shrestha said. 'Stability is always a question mark.' EVs for everybody For now, the electric shift in passenger vehicles is moving swiftly. But a vast majority of Nepal's residents don't have cars. Instead, they use cheaper motorbikes or mostly petrol- and diesel-powered buses. If Nepal is to clean its air, it will have to electrify and expand its public transportation fleet as well. Chiri Babu Maharjan is the mayor of Lalitpur, the city across the Bagmati River from Kathmandu. Legions of scooters have made it difficult for vehicles of any kind to get anywhere on the narrow roads. Electric two-wheelers have not gained much traction in Nepal, as they have in India. 'We are trying to reduce fossil fuel vehicles in my town,' Maharjan said. 'This is very difficult, but we must do something.' The solution, he said, was to give his constituents a better alternative. To do that, Maharjan has placed his trust in Sajha Yatayat, a bus company that is mostly owned by the state. Electric buses are expensive, and transit fares in the region are capped at about US36¢ (55¢) for the longest ride. That makes financing the purchases difficult. Nepal's government has stepped in with about $US22 million to buy them. For the past two years, Sajha Yatayat has been running 41 green-painted electric buses. But Kanak Mani Dixit, who until recently served as Sajha Yatayat's chair, thinks about 800 of them are needed to establish a network of routes with enough frequency to replace individual vehicles. China is stepping into this front, too. Recently, the Chinese government offered to give Nepal 100 more 12-metre-long buses at no cost. Dixit acknowledges that China may have its own motivations, such as increasing acceptance of its larger electric models, but he doesn't worry about it. 'We have been accepting foreign assistance since 1950, and this is foreign assistance,' he said. Even with more buses, taming the chaotic scrum of exhaust-spewing motorbikes will require a regional transportation authority that could clear more space for public transit. The agency's creation has been mired in political disagreement, but Dixit hopes it can finally make clean, accessible mobility a reality. 'The Kathmandu Valley is just waiting for someone to turn the key,' Dixit said. 'Coincidentally, this is the time exactly when the electric buses have made an entry. And you could just suddenly find things much different another five years from now.'
The Age
6 days ago
- Automotive
- The Age
The country where 76 per cent of cars sold are electric
'We're interested in making sure that this rapid growth in these emerging markets doesn't follow the same trajectory as the developed markets,' said Rob de Jong, head of sustainable transportation for the United Nations Environment Program. But as Nepal has learnt, there are obstacles. The country has spent heavily on subsidies for EVs, and getting rid of the support too quickly could derail the shift to battery power. Even if petrol-powered passenger cars are phased out, cleaning the air will require public transportation to go electric as well. The Asian Development Bank, a multinational development lender, has been a key financier of Nepal's dams, transmission lines and charging networks. The head of the bank's resident mission in Nepal, Arnaud Cauchois, is cautious about the risk of backsliding. 'Given the economic sense that this EV conversion represents for Nepal, I think I would see it as unlikely that we would have major policy change,' Cauchois said. 'But that's basically a wish more than a conviction.' From Indian petrol to Chinese cars Many countries are trying to electrify their vehicle fleets, but the case for doing so is even more obvious in Nepal, with its clean energy embodied in the rivers that run down from the Himalayas. A 2015 border skirmish with India squeezed Nepal's petroleum imports, then its largest energy source. After that, the government invested heavily in hydropower and grid infrastructure, which have provided cheap, non-polluting sources of electricity. Nearly all households now have access, and the rolling blackouts have ended. To maximise the potential of its homegrown power, Nepal would need to use it for transportation. But EVs were still too expensive for mass adoption in a country with a per-capita economic output of about $US1400 ($2150). So, the government pulled all the levers it had to provide incentives. Nepal's primary source of revenue is taxes on imports. To make EVs cheaper, the government set its customs and excise taxes on the cars at a combined maximum of 40 per cent in 2021, compared with 180 per cent for petrol-powered cars. Now, the electric version of one Hyundai SUV costs less than $US38,000, while the petrol-powered model is about $US40,000. The Nepal Electricity Authority built 62 charging stations, in Kathmandu and on highways across the country. It allowed anyone to build chargers, levied negligible tariffs on their import and gave away transformers – the priciest component. Finally, the government set electricity costs for chargers at less than market rates. At those prices, fuelling a petrol-powered car cost about 15 times as much as charging an electric one. That was enough to create a business model for hotels, restaurants and other roadside entrepreneurs to install chargers on their own. 'At first, everybody was scared – how to establish and whether it would run or not,' said Kul Man Ghising, who managed the electricity authority until March. 'But we tried and tried and tried.' Businesses have now installed about 1200 chargers, according to the agency, and private residences are likely to have thousands more. 'A win-win situation' At first, automotive dealers were sceptical. But Yamuna Shrestha saw the potential. Originally a distributor for solar power equipment made by BYD, the largest electric car company in China, she saw some of its new models on a trip to the company's Shenzhen headquarters in 2016. She secured the licence to distribute BYD vehicles in Nepal a few years later, when few others thought EVs could gain traction. 'Many people were pushing for fossil fuels, but there was no one advocating for electric vehicles,' Shrestha said. Her sales took off when BYD released cars that could go further on a single charge and had high enough clearance to cope with Nepal's rough roads. Now, she has 18 dealerships and expects to sell 4000 vehicles in 2025. Loading But the competition is withering, as dozens of Chinese brands have entered the market. Dealers of Indian-made vehicles say they can't match the low price and high quality of vehicles coming from Chinese manufacturers, which have been pressing to get into any markets they can. 'There is a kind of geopolitical push when it comes to EVs that come into Nepal,' said Karan Kumar Chaudhary, who runs Suzuki dealerships and leads the Automobiles Association of Nepal. 'You are talking about models that compete with Tesla that are coming in at half the price of a Tesla, which is unrealistic, right? As a consumer, it's a win-win situation.' Jit Bahadur Shahi was convinced. After retiring from the national police last year, he paid about $US33,000 for a new electric minibus. He ferries passengers seven hours from Kathmandu to his town, Janakpur, on the Indian border. Ten round trips are enough to cover his monthly loan payments, and he expects to pay off the van in four years. 'It's OK. I'm happy,' Shahi, 43, said while charging the van on a Saturday. 'But the problem is that charging stations are not everywhere.' He also worries how much it will cost to fix the van after the warranty expires, and what will happen when its battery wears out. Loading Businesses and advocates in the country are concerned that Nepal may already be backing off its commitment to the electric transition. The young democracy has had three prime ministers in the past five years, and priorities have shifted with each of them. The nation's central bank doubled down-payment requirements for EVs this year. The federal government, seeing declining revenues from car imports, has been inching up its tariffs on EVs. The government also does not have a plan for the collection or recycling of batteries. And auto dealers worry that faulty vehicles from some of the smaller Chinese brands could discredit the category. They're pushing for an agency that would independently certify safety and quality. Rajan Babu Shrestha holds the licence to distribute cars in Nepal from Indian manufacturer Tata Motors. He has seen sales rocket on his electric models, but he could go back to selling petrol-powered vehicles if tariffs rose or subsidies for charging stations went away. 'It's a very positive direction they are going in, but it really comes down to the long-term policy,' Shrestha said. 'Stability is always a question mark.' EVs for everybody For now, the electric shift in passenger vehicles is moving swiftly. But a vast majority of Nepal's residents don't have cars. Instead, they use cheaper motorbikes or mostly petrol- and diesel-powered buses. If Nepal is to clean its air, it will have to electrify and expand its public transportation fleet as well. Chiri Babu Maharjan is the mayor of Lalitpur, the city across the Bagmati River from Kathmandu. Legions of scooters have made it difficult for vehicles of any kind to get anywhere on the narrow roads. Electric two-wheelers have not gained much traction in Nepal, as they have in India. 'We are trying to reduce fossil fuel vehicles in my town,' Maharjan said. 'This is very difficult, but we must do something.' The solution, he said, was to give his constituents a better alternative. To do that, Maharjan has placed his trust in Sajha Yatayat, a bus company that is mostly owned by the state. Electric buses are expensive, and transit fares in the region are capped at about US36¢ (55¢) for the longest ride. That makes financing the purchases difficult. Nepal's government has stepped in with about $US22 million to buy them. For the past two years, Sajha Yatayat has been running 41 green-painted electric buses. But Kanak Mani Dixit, who until recently served as Sajha Yatayat's chair, thinks about 800 of them are needed to establish a network of routes with enough frequency to replace individual vehicles. China is stepping into this front, too. Recently, the Chinese government offered to give Nepal 100 more 12-metre-long buses at no cost. Dixit acknowledges that China may have its own motivations, such as increasing acceptance of its larger electric models, but he doesn't worry about it. 'We have been accepting foreign assistance since 1950, and this is foreign assistance,' he said. Even with more buses, taming the chaotic scrum of exhaust-spewing motorbikes will require a regional transportation authority that could clear more space for public transit. The agency's creation has been mired in political disagreement, but Dixit hopes it can finally make clean, accessible mobility a reality. 'The Kathmandu Valley is just waiting for someone to turn the key,' Dixit said. 'Coincidentally, this is the time exactly when the electric buses have made an entry. And you could just suddenly find things much different another five years from now.'
Hypebeast
11-06-2025
- Business
- Hypebeast
Can France's Fast Fashion Law Cure Shein's Ills?
On Tuesday, France's Senate voted in favor of a revised bill aimed at regulating fast fashion companies, a major development in efforts to mitigate the ecological impact of overconsumption. If put into effect, the law could go as far as banning advertising from popular Chinese web stores likeSheinandTemuand other fast-fashion purveyors. Such firm measures to regulate the textile industry have come about in response to the environmental spillover attached to the proliferation of cheaply-produced and extremely low-priced garments. According to a report from theUN Environment Program, from 2000 to 2015, garment production doubled, while the lifecycle of garment use decreased by 36%. In light of the boom in production during the 2000s, it's no surprise that approximately 92 million tons of textile waste are produced by humans every year. Originally introduced in 2023 and passed by France's lower house in 2024, the bill was revised to 'make it possible to target players who ignore environmental, social, and economic realities, notably Shein and Temu,' said Jean-Francois Longeot, chair of the Senate's Committee on Regional Planning and Sustainable Development toReuters. The 'clarifications,' differentiating 'classic' from 'ultra' fast fashion, impose less severe restrictions on European apparel companies, like Inditex'sZara— which has drawn further criticism from sustainability advocates. The upper house of parliament voted almost unanimously for the revised bill, which includes new penalties for classic fast and ultra-fast fashion companies if set environmental criteria aren't met. Measures include reaching at least 10 euros per item of clothing by 2030, or up to 50% of the product's price excluding tax. For next steps, the European Commission will be informed of the vote, and a joint committee must reach an agreement between the two houses' versions of the law before it goes into effect. Following the introduction of the 2023 bill, delegates from EU Member States, including Austria, Finland, and the Netherlands, echoed France's initiative and pushed for EU-wide regulations. In February 2025, the European Parliament reached a provisional agreement to revise the 'Waste Framework Directive,' an EU framework for waste management, to address waste generated by fast and ultra-fast fashion companies. It's no coincidence that some of the most aggressive fast fashion regulations have emerged from the home of luxury's capital. In addition to the French parliament, Paris is known for the world's largest designer brands fromLouis VuittontoHermes, as well as luxury conglomeratesLVMHandKering. On an international scale, the wider charge is currently led by the European Union, where other metropolitan centers like Milan (home ofPrada Group) also serve as luxury hubs. The growing calls to reduce fashion's environmental impact are indeed long overdue. However, the question remains whether the measures will slow consumer demand for trendy styles at ultra-low prices, especially as economic headwinds are already putting increased pressure on wallets. The sheer abundance of 'Shein haul' TikToks, where users regularly show off packages full of excessive products, is a testament to how consumer behaviour shares culpability. Reforming the fashion industry's ills will require not only action from brands but also open minds from customers. A world where products are crafted with intention and consumed consciously is contingent on building a new relationship to fashion, involving better garment care and increased utility throughout the product lifecycle. Perhaps fast fashion has something to learn from luxury, especially given that some maisons are over a century old (Shein was founded in 2008). Strong principles of craft, quality, and longevity are integral to the messaging of today's most resonant luxury brands likeBottega VenetaandLoewe. The question is whether the high level of care and consideration held for luxury fashion can be extended to everyday clothing without pricing out customers.
Yahoo
23-04-2025
- Business
- Yahoo
The TF1 Group Enters into a Technological Partnership with Dawex to Accelerate Internal Data Exchange and the Development of New Services
PARIS, April 23, 2025--(BUSINESS WIRE)--The TF1 Group, the leading European media company, has chosen Dawex technology, the leader in Data Exchange solutions, to create the Hub TF1 in order to improve internal access to data and enhance service capabilities for its partners. With the Dawex Data Exchange Solution, the TF1 Group efficiently shares data assets internally, facilitates their access and fosters internal data exchange as well as the development of new services. In addition, the Group will be able to exchange data and services dedicated to its partners, such as activity reports, usage data and consumer trends, with trust, in a secure and automated way. With the Hub TF1, the Group is accelerating the deployment of data use cases to enrich its internal service offering thanks to more premium data. The TF1's data community will be able to discover, structure and exchange data & services securely, with trust, while retaining control over visibility, access rights and conditions of use of the data products. Committed to a 100% data-driven approach, the TF1 Group relies on Data Exchange to leverage the potential and richness of its data. "The Hub TF1 is at the heart of the Group's digital acceleration strategy and supports our 100% data-driven approach. Dawex Data Exchange technology enables us to harness all the data generated within the Group, and make them accessible in a secure and seamless way, to ultimately offer personalized and optimized services, both internally as well as to our partners," declared François-Xavier Pierrel, Group Chief Data & Adtech Officer at TF1 Group. "We are delighted to bring Dawex expertise and Data Exchange technology to the TF1 Group for the creation of the Hub TF1, to accelerate internal data exchange and the development of new services. The media sector is driven by data and content to deliver optimal experiences," said Fabrice Tocco, co-CEO of Dawex, "The circulation and exchange of data have become essential to the competitiveness of organizations. By implementing a comprehensive Data Exchange strategy, the TF1 Group is creating a virtuous circle of data within the Group and offering as many opportunities for its partners to access premium data and services." About Dawex Dawex is the leader in Data Exchange solutions to distribute or share data products, with trust, security, traceability and in compliance with data regulations. With Dawex Data Exchange technology, organizations create data ecosystems such as Corporate Data Hubs, Data Marketplaces and Industry Data Spaces to improve competitiveness, market efficiency and value chain resilience. At the invitation of the United Nations, Dawex joins the Data Expert group of the United Nations Environment Program. Awarded Technology Pioneer by the World Economic Forum, Dawex is also the initiator of an international standardization program on Trusted Data Transaction. Created in 2015, Dawex is headquartered in France, expanding business operations to Europe, Asia, North America and the Middle East. About TF1 Group TF1 group is a major player in news, and in the production, broadcasting and distribution of content, in France and Europe. Our operations are split between two divisions: Our Media division is home to our free-to-air channels (TF1, TMC, LCI, TFX, TF1 Séries Films,); our theme channels (Ushuaia TV, Histoire TV, TV Breizh, Série Club); TF1+, our free streaming platform for family entertainment and news; our TFOU MAX on-demand platform for kids; and the TF1 PUB advertising airtime sales house. It's a unique ecosystem that can deliver for all audiences - and all advertisers. We also operate in music production and live shows with Muzeek One. Our Production division, with Studio TF1 (ex- Newen Studios), is home to more than 50 creative companies and labels in France and abroad. Unrivalled know-how, and a diverse range of brands and talents, create and distribute programmes across all genres and for all media industry players, from public-service and private-sector broadcasters to online platforms. TF1 group has operations in 12 countries, and employed 3,115 people as of 31 December 2024. In 2024, we generated revenue of €2,356m (Euronext Paris, compartment A: ISIN FR0000054900). View source version on Contacts Press Contact: Isabelle Joulot - Vice President Communications & Marketingpress@ Press Contact: Sophie DANIS – Directrice de la Communication Programmes, Business & RSE - sdanis@ – 0622475652Jonathan Moysan – Communication Business, Innovation, Digital & RSE – jmoysan@ - 0678012372 Sign in to access your portfolio
