A New Kind of Model: Giant, Inflatable, Aggressively Sexy – How Leonard Lauder built Estée Lauder Into a Cosmetics Behemoth – How does Switzerland pay – Why Asics and Salomon Sneakers Are Fashion’s Hottest Shoes – Will a Long Leather Coat Make Me Look Creepy? – Power to move – Accelerating the Electric Transport Transition in sub-Sahran Africa

Again we offer you a choice of news in this edition of the TextileFuture Newsletter, in total six, but don’t worry, it’s a rather easy reading, but this does not mean that you should neglect reading!

The first feature is entitled “A New Kind of Model: Giant, Inflatable, Aggressively Sexy” and is written by guest author Jessoca Testa from the New York Times. It is all about the fact that Diesel took a novel approach to inclusive casting at its Milan Fashion Week show. Thus, it is about a new trend in fashion.

The second item covers the making of Estée Lauder as a group and reveals some interesting facts of the global beauty business. It bears the title “How Leonard Lauder built Estée Lauder Into a Cosmetics Behemoth”, and it is written by guest author Emily Bobrow from the Wall Street Journal based upon a new Book of Leonard Lauder.

The third feature introduces you to the latest payment methods of Swiss consumers and you can compare them to your own payment habits, because it is an annual report with facts and figures. It is entitled How does Switzerland pay”.

The fourth item bears the title Why Asics and Salomon Sneakers Are Fashion’s Hottest Shoes, written by guest author Rebecca Molinsky from the Wall Street Journal, offering facts and figures about the new fashion trend in the United States.

The fifth features is entitled “Will a Long Leather Coat Make Me Look Creepy?”, a fashion article of another than usual kind, written by guest author Todd Plummer from the Wall Street Journal, discussing the subject of a longt Leather Coat, illuminating all sides.

With the last, but not least item, we introduce you to “Power to move – Accelerating the electric transport transition in Sub-Sahran Africa” based on a report by several authors from McKinsey. It offers an insight to the specific problems, but also solutions and giving the lapse of time expected. Of course, there are recent findings and some of the revealed problems show the same criteria as in other countries of the world. With other words, it is very useful and recommended reading.

We wish you pleasant and educative reading and a business thriving!


The first feature starts here:

Caption courtesy by New York Times

A New Kind of Model: Giant, Inflatable, Aggressively Sexy

Diesel took a novel approach to inclusive casting at its Milan Fashion Week show.

By guest author Jessica Testa from the New York Times.

There’s a lot to see at fashion week. Blink (or scroll too fast) and you’ll miss the details: feathered bags, futuristic sunglasses, fork jewelry. All month long, we’ll spotlight the things we saw that surprised or delighted us.

There was nothing subtle about the way Diesel drummed up interest for its latest runway show, its first since the buzzy Belgian designer Glenn Martens joined the company in October 2020 as creative director.

It sent invitations containing an edible thong made of red and white candy. It lit up skies in Japan, South Africa, Sweden and many more countries with drones forming its “D” logo.

So it shouldn’t have come as much of a surprise for guests walking into the show space in Milan on Wednesday that the first thing they saw was a giant inflatable woman, lying on her stomach with her head resting on her hands and her rear end raised high in the air. (This reporter was eventually seated, along with other members of the American media, directly facing her denim shorts-clad derrière.)

Diesel was clearly going big. Tacky. Garish. Cheeky. And that was the point. Mr. Martens, also the designer of the Y/Project label, has long embodied avant-garde trashiness. Seeing him go to work at Diesel, the brand best known for sexy ’90s jeans, has been a breath of fresh air — if “fresh” meant slightly polluted with weed smoke and expensive perfume.

But back to the inflatables, or sculptures, as Diesel referred to them. There were five, each modeled on real people, varying in size but approximately 25 feet high and 55 feet wide.

The sculptures were based on 3-D scans of the people, which were then reworked into 2-D motifs.

The aim was realism in the inflatables’ corners and bevels but with distortion and accentuation in certain curves. For example, one goateed and shirtless inflatable knelt with his legs spread wide and hands flat on the floor, pouting slightly as his hips gyrated backward. Diesel called these “confident, exuberant and proud poses.”

While the identity of the artist wasn’t immediately clear, the company later clarified that the sculptures were made by a team under the direction of Mr. Glenn Martens.



Here begins the second item:

How Leonard Lauder built Estée Lauder Into a Cosmetics Behemoth

By guest author Emily Bobrow from the Wall Street Journal

All captions courtesy by the Wall Street Journal

It still irks Leonard Lauder when people presume he inherited his wealth. “I created it,” he says over the phone from his home on New York City’s Upper East Side. Sure, his parents “worked their tail off” to get the Estée Lauder Cos. started. But Mr. Lauder says that his vision made the business the USD 89 billion international behemoth it is today.

This is the story he tells in his new memoir, “The Company I Keep: My Life in Beauty,” which will be published on Nov. 17 by Harper Business (which, like The Wall Street Journal, is owned by News Corp ). Less a tell-all than a chronicle of the hard choices and hard-earned wisdom that made Estée Lauder a success, the book puts Mr. Lauder, 87, at the center of the drama. “I could never have written this book while my parents were alive,” he admits, given his mother’s need to be the star of the show.

The company was, after all, his mother’s idea. Born Josephine Esther Mentzer to East European Jewish immigrants in Queens, N.Y., she learned to confect moisturizers and concealers from her chemist uncle and began selling them at beauty salons in the mid-1930s, when she was in her 20s and her son was a toddler. She branded both the products and herself Estée Lauder, softening her Germanic married name, Lauter. “She wanted something that sounded feminine and vaguely European,” Mr. Lauder writes.

Charismatic and full of chutzpah, Mrs. Lauder was “a genius at sales,” her son writes. She gave free facials to women held captive by hairdryers and packaged free samples of whatever they didn’t buy. She trained women to sell in salons—“Touch your customer and you’re halfway there,” she would say—and cooked and bottled her lotions at night, while her son watched in the kitchen.

The company “was in the right place at the right time,” he says. The war boosted demand for cosmetics, as many women suddenly had jobs and money to spend, and the postwar boom enhanced it still more. Eager to keep distribution narrow and posh, Mrs. Lauder convinced the owners of high-end specialty stores, such as Saks Fifth Avenue in New York and Neiman Marcus in Dallas, to give her counter space. (“It was easier to say yes to Estée than to say no,” Stanley Marcus later said.)

‘This is something I wanted to do literally for as long as I can remember.’

Charles Revson, the owner of Revlon, offered to buy Estée Lauder for USD1 million in 1950, according to Mr. Lauder. But his mother wanted the company for her children. Was that pressure uncomfortable? Mr. Lauder laughs at the thought. “This is something I wanted to do literally for as long as I can remember,” he says.

Instead of becoming a chemist and helping with manufacturing, as his parents hoped, Mr. Lauder studied business. His bachelor’s degree from the University of Pennsylvania’s Wharton School wasn’t enough to get him into Harvard Business School, so he joined the Navy in 1954.

When Mr. Lauder officially started at Estée Lauder in 1958, the company had barely a dozen employees and annual revenues of less than USD1 million. His dream was to make it a global empire, “the General Motors of the beauty business.” While his mother was the company’s public face, Mr. Lauder made most of the decisions, using sales data to tweak promotions and invent products (like travel-size powder compacts). He sent personalized notes to everyone from buyers to salespeople.

Mr. Lauder launched new brands to lure different shoppers. This began in 1968 with Clinique, a less expensive, hypoallergenic line designed for skin-conscious younger women, which remains a top seller. The company now sells more than 25 cosmetic brands in over 150 countries.

This diverse global portfolio has helped during the pandemic. Although sales declined by 9% overall this past quarter, and mask mandates defied Mr. Lauder’s “lipstick index” (whereby lipstick sales rise as an affordable luxury in times of stress), sales in China saw double-digit growth, and demand for products from Dr. Jart+ (a Korean brand Estée Lauder bought last year) added around 3 %age points of net sales growth. Analysts predict the company’s global market share could exceed 20% by 2025.

“We were one of the first companies to enter the Asian market,” Mr. Lauder says. “If you’re the first to market, you always win.”

Another key ingredient of the company’s success, Mr. Lauder says, was his habit of putting women in top jobs. The original Clinique leadership team, for example, was composed almost entirely of women. “I tried to find the people who are smarter than me,” he says. “Most were women.”

Mr. Lauder says his biggest gambles were possible because the company was privately held. Yet he took Estée Lauder public in 1995, largely to remove tension over money in the family. Now worth more than USD22 billion, Mr. Lauder headed the company for over 25 years, as president and then CEO, before becoming chairman emeritus in 1999.

He now spends much of his time giving his money away. He helped create foundations to fight breast cancer (which afflicted his first wife, Evelyn, who died in 2011; he remarried in 2015 to Judy Glickman Lauder ) and Alzheimer’s disease, which he now admits claimed his mother. New York City’s Whitney Museum named its new building after him (“I didn’t ask for that”), and the Metropolitan Museum of Art will get his Picasso-rich cubist collection, valued at USD1 billion.

Mr. Lauder doesn’t want to talk politics and says that top executives at consumer-product companies “should not get involved in politics,” though Forbes reported that he donated more than USD100,000 to Democratic candidates this election cycle. Over the summer, some 100 employees demanded that his brother Ronald, who has praised President Trump as “a man of incredible insight and intelligence,” resign from the board, writing that this support was “damaging to our corporate values.”

Mr. Lauder wants his book to give people hope. The story of Estée Lauder, he says, is about the hustle and grit that turned a business born in the Depression into a gigantic success. “I want other people to have enough optimism in tomorrow to make something happen today,” he says. What could be more American than that?



Now you arrived at the point of the third feature:


How does Switzerland pay

About half of the online payments are now being transacted through smartphone, tablet and co. In addition, approx. 30 per cent of Swiss people use neobanks. This is revealed by the latest Swiss Payment Monitor, a study conducted by the ZHAW and the HSG.

Nowadays, Swiss people very frequently use mobile devices to pay for goods and services which they do not directly purchase on site: 49 per cent of all transactions in so-called distance selling are made through a mobile telephone, a tablet or a smartwatch.

On the one hand, this concerns payments made directly through a bank account, for instance with TWINT; on the other hand, it also covers payments through an app with a deposited credit card number such as Apple Pay or SBB Mobile.

This is revealed by the Swiss Payment Monitor, which has been conducted for the sixth time by the ZHAW’s School of Management and Law and the University of St.Gallen (HSG). A representative sample of 1460 people from all over Switzerland were interviewed for the survey in late 2021.

Many in-app purchases

A year ago, the proportion of mobile payments was still 29 per cent of all distance purchases. “This rapid growth is predominantly a consequence of payments in apps with an integrated payment function, such as SBB Mobile. By now, these account for more than half the number of mobile distance purchases,” explains ZHAW means of payment expert Marcel Stadelmann. The second most frequent distance payment is by invoice (26 per cent), followed by the non-mobile use of credit cards (10 per cent). In terms of the overall turnover of all distance purchases, too, mobile payments almost doubled last year: by now, their proportion accounts for about a quarter. Thus mobile payment solutions constitute the runner-up behind invoices (45 %), and ahead of the non-mobile use of credit cards (17 %).

All in all, debit cards remain in the lead

With a proportion of 32 % of the number of all transactions (of distance and presence selling), as well as 30 % of the corresponding turnover, debit cards are still the most frequently used means of payment overall. With a proportion of 16 %, cash lost some share in the turnover (-2.8 percentage points) and came third behind the non-mobile use of credit cards (23 %). With regard to frequency of use, however, cash retained second place behind the debit card with 30 % of all transactions. Third place was occupied by the non-mobile use of credit cards with 16 %. “After the rapid changes at the onset of the pandemic, the Swiss population’s payment behaviour levelled off in the course of 2021,” explains Marcel Stadelmann. “Only the popularity of mobile payments is continuing to grow distinctively, with TWINT at a rate of 60 % of both the turnover and the number of mobile payments being the most used mobile payment solution in Switzerland by far.”

Neobanks as a complement

Approx. 30 % of people in Switzerland have made use of new online solutions provided by neobanks at least once. “Statistically speaking, it is particularly younger men with a high level of education who use neobanks more frequently,” says Tobias Trütsch, payment economist at the University of St.Gallen. Revolut is used most often (12 %), followed by Swiss providers Neon (9 %) and Zak (8 %). The vast majority of neobank users avail themselves of their services as a complement to the services offered by conventional providers of financial services. 2.5 % of all the interviewees regularly transact payments through neobanks, whereas merely 1.4 % hold the lion’s share of their money in an account with a neobank.

E-franc hardly known at all

Furthermore, one in ten interviewees indicated that they knew and used virtual and cryptocurrencies. This proportion has increased by about 4 %age points within a year. What is still little known in Switzerland is digital central bank money. “Although about 14 % of the interviewees said that they knew this term, only about 5 % were also able to describe it correctly,” explains Tobias Trütsch. The term digital central bank money denotes a new form of electronic money that is issued by central banks and is based on blockchain technology. Solutions along these lines are being debated at an international level, in Switzerland also under the name of “e-francs”.

About the Swiss Payment Monitor

The Swiss Payment Research Center (SPRC) of the ZHAW School of Management and Law and the Swiss Payment Behaviour Lab of the University of St.Gallen have been dealing with questions concerning payment independently of each other for years. They have jointly produced the Swiss Payment Monitor since 2018 on an annual basis and have produced it twice a year from 2021. When it was first published, it was the first annual Swiss payment study to combine the consumers’ perspective with a macroeconomic view.

Thanks to the combination of online interviews and a diary survey linked up with public data from the Swiss National Bank (SNB), the daily use of means of payment can be mapped realistically. All in all, more than 1460 people aged between 18 and 87 from all three linguistic regions of Switzerland were interviewed in a representative survey from late October to mid-November 2021. The study is funded by the two research institutions, the industrial association of all big Swiss issuers of credit cards of the international card organisations (Swiss Payment Association), as well as the industrial partners Nets and Worldline.

Every second online payment is made on a mobile device

Around half of online payments are now made using smartphones, tablets and the like. In addition, around 30 % of the Swiss population now use neobanks. This is shown by the current Swiss Payment Monitor from the ZHAW and the University of St. Gallen.

​The Swiss population today very often pays for goods and services that they do not purchase directly in a shop or restaurant on the go: 49 % of all transactions in so-called distance business are made using a mobile phone, tablet or smartwatch. This includes payments directly via the bank account, such as with TWINT, but also with a credit or debit card stored in an app, such as with Apple Pay or SBB Mobile. This is shown by the sixth Swiss Payment Monitor conducted by the ZHAW School of Management and Law and the University of St. Gallen. For the study at the end of 2021, 1460 people were interviewed, representative of all of Switzerland.
Lots of in-app purchases
A year ago, mobile payments accounted for 29 % of all distance purchases. “The big growth is mainly due to payments in apps with an integrated payment function, such as SBB Mobile. These now account for more than half of the number of mobile distance purchases,” explains ZHAW payment expert Marcel Stadelmann. The second most common method is to pay by invoice from a distance (26 %), followed by the non-mobile use of credit cards (10 %). Mobile payment has also almost doubled over the past year in terms of total sales of all distance purchases: the share is now around a quarter. This puts mobile payment solutions in second place behind bills (45 %) and ahead of non-mobile use of credit cards (17 %).
Overall, the debit card stays ahead

With a share of 32 % of all transactions (of distance and face-to-face business) and 30 % of the corresponding turnover, the debit card is still the most used means of payment overall. With a share of 16 %, cash loses sales shares (-2.8 percentage points) and takes third place behind non-mobile use of credit cards (23 %). In terms of frequency of use, however, it can hold second place behind the debit card with 30 % of all transactions. Non-mobile use of the credit card follows in third place with 16 %. “Following the sudden changes at the beginning of the pandemic, the payment behavior of the Swiss population has stabilized over the course of 2021,” explains Marcel Stadelmann. “Only the popularity of mobile payment continues to increase significantly, with TWINT being by far the most used mobile payment solution in Switzerland with a share of around 60 % both in sales and in the number of all mobile payments.
Neobanks as a supplement
Around 30 % of people in Switzerland have also used new online solutions from neobanks at least once. “Statistically speaking, younger men in particular with a high level of education use neobanks more frequently,” says Tobias Trütsch, payment economist at the University of St. Gallen. Revolut is used most frequently (12 %), followed by the Swiss providers Neon (9 %) and Zak (8 %). The vast majority of users of neobanks take advantage of what they offer in addition to the services of traditional financial service providers. 2.5 % of all respondents regularly process payments via neobanks, while only 1.4 % have most of their money in a neobank account.

​​Download of the Swiss Payment Monitor 2022 can be had here

Swiss Payment Monitor 2022 – How does Switzerland pay?, Issue 1/2022 – Survey November 2021




You arrived at the fourth item, starting here:

Why Asics and Salomon Sneakers Are Fashion’s Hottest Shoes

Style is all about comfort these days, which is why performance sneakers, like the ones worn by Hailey Bieber, Mary-Kate Olsen and Emily Ratajkowski, are this season’s must-have footwear.

By guest author Rebecca Molinsky from the Wall Street Journal

THE LATEST shoe trending among Hollywood It girls and fashion types isn’t a slim stiletto or a sleek, minimalist mule. It’s a sneaker. A chunky, technical running sneaker, to be exact. Mary-Kate Olsen has been seen sporting Salomon Speedcross 3s, high-performance trail-running shoes. Hailey Bieber has lately swapped her Jimmy Choos for a bulky Balenciaga sneaker. And model and author Emily Ratajkowski has frequently been photographed in white Asics sneaks while striding through New York.

Sneakers have been a la mode before. Designer sneaker brands like Common Projects and Golden Goose rose to popularity over a decade ago. And it’s been five years since Balenciaga first showed the clunky Triple S that motivated just about every other high-fashion brand to launch its own signature sneaker. What’s feeling fresh in sneaker spheres these days, however, is unflashy, earnestly functional shoes. They let women “dress down and intentionally create a contrast with dressy fashion,” said Søren Kolborg Sørensen, stylist and content-creation manager for Wood Wood, a Copenhagen retailer that sells a slew of sneaker options along with its own clothing line.

The past few years have been an emotional roller coaster and many people have altered their lifestyles and their priorities, spending more time with family or in nature. Fashion is reflecting that. “Sneakers are a part of this anti-fashion movement we’ve been hearing about lately,” said Mr. Sørensen. “They signal that there is more to life than fashion.” Comfort, he said, is the dominant trend.

Brittany Bathgate, a fashion influencer in Norwich, England, rarely wore trainers, as she calls them, until recently. The 31-year-old, who has over 400000 Instagram followers, surprised even herself when she recently started pairing Asics gym shoes with her daily denim and minimal designer looks. She appreciates their comfort and that they “expel any frivolous feelings.”

Comfort and trendiness are not mutually exclusive. Salomon XT-6s are so popular they constantly sell out and go for double their retail price on resale sites. Balenciaga’s Runner sneaker costs USD1,150 and has been selling well for the brand since its launch four seasons ago. Cindy Nguyen, 24, admits she was definitely “leaning into the current trend” when she bought her crisp white Salomon XT-6s. “I got into them for their appearance, but I still love that they’re functional,” said the Albuquerque, N.M. psychology student. Ms. Nguyen pairs them with trendy, oversize sweats for afternoon walks with her girlfriend to a local coffee shop and wouldn’t rule them out for a fancy dinner.

Kelly Fatouretchi, category director of sport style footwear at Asics, was complimentary when asked about Balenciaga’s pricey Runner shoe. “High-end designers are giving women permission to consider sneakers as more than just utilitarian,” she said. “We’ve seen a huge shift from women using our sneakers for specific activities to wearing them for everyday life.”

Los Angeles stylist Dianne Garcia Yohannes always keeps a fresh pair of sneakers on hand for her celebrity clients. Her advice for adding sneakers to a fashionable, everyday look? Start with shoes in “classic [base] colours like white or black, with hints of navy or silver. They’re so neutral they can almost go with anything.” For those drawn to more vibrant athletic shades like greens and reds, just know that “those colours can compete with a look,” she said. Plan your outfit from the ground up.

Ms. Bathgate won’t mind if the trend sticks around. “After years of breaking in stiff leathers or wobbling around in heels,” she said, “this is a very freeing feeling.”

The Wall Street Journal is not compensated by retailers listed in its articles as outlets for products. Listed retailers frequently are not the sole retail outlets.



The fifth feature will start here:

Will a Long Leather Coat Make Me Look Creepy?

‘The Matrix’-style leather dusters and trenches were all over the winter menswear runways, but given their sleazy associations, should guys actually try them? We argue both sides.

By guest author Todd Plummer from the Wall Street Journal

SOME PEOPLE associate long leather coats with alluringly mysterious men and the movie “The Matrix,” especially now that they’ve popped up in high-fashion collections by brands like Prada and Ralph Lauren Purple Label. Others think they’re downright sleazy, contending wearers look more like Mac from “It’s Always Sunny in Philadelphia” than Morpheus. Here, two opposing positions.

No, they’re investment pieces that go with everything

Guys who encase themselves in long leather coats don’t care how anyone perceives them. You don’t wear a leather trench to fit in—you wear it to stand out. Consider David Murphey of Las Vegas, who’s trotted out his black Wilson Leather trench since he received it as a gift 20 years ago. When Mr. Murphey, 63, donned the coat on season 4 of the reality TV show “90 Day Fiancé: Before the 90 Days,” which aired in 2020, fans took to social media to express their horror. Mr. Murphey was unbothered. In fact, he pointed out that such coats—now sold by Prada and Ralph Lauren, among other brands—were prevalent on runways during his season of the show. “I liked the way it looked,” he said. Mr. Murphey makes videos for Cameo, a service that allows anyone to order custom messages from celebrities, and said his coat is a draw. “Probably half of my Cameo requests also request me to put that coat on.”

Long leather coats make a statement. Brooklyn musician Zachery Allan Starkey, 34, who owns three such toppers, said they reflect his image and the music he makes, which is influenced by leather bars, disco and electronic music. “I grew up watching a lot of gritty 1970s movies like ‘Superfly,’ ‘Shaft,’ ‘The French Connection,’” said Mr. Starkey. He proposed that pandemic-era New York has a lot in common with the New York of the ’70s—namely “a general sense of chaos”—and that leather coats are a fitting throwback.

Not everyone has the sartorial freedom and confidence of a rocker or reality TV star. But New York stylist Paul Frederick insists most guys can pull off leather coats—if they wear them correctly. Whether you choose classic black or a brown tone that can help dial back the garment’s apocalyptic vibe, you don’t have to march around like a renegade in absurdly complicated cargo pants and menacing sunglasses. A long, leather coat can be worn with any smart ensemble, whether a suit or a textured sweater and trousers. The key, Mr. Frederick said, is tailoring: Look for designs whose sleeves are “not too bulky and not too long.” A belt can make looser coats look expensive and custom, and less like a shapeless leather sack. If you get the fit right, Mr. Frederick said, you’ll end up with an investment piece that will last a lifetime. “It’s the kind of piece that says you’ve committed to something.”

Yes, they’re a weird, goth-y turnoff—absurd for everyday

Even those who decry long, leather coats will admit that some guys can pull off the style as deftly as Morpheus in “The Matrix.” But most guys, the “leather coats are creepy” camp contends, end up looking like Mac from “It’s Always Sunny in Philadelphia,” whose dowdy leather duster became a recurring joke on the TV show.

Anti-leather-coat men see the style as an unfortunate, passing trend. And, they’d tell you, just because something appears on the runway doesn’t mean it’s a great investment (remember when square-toed shoes were back for a minute?). For designers, such leather coats call to mind not only the sartorial world of “The Matrix” and the recent “Resurrections” trilogy but also fetish wear, goth subcultures and dystopia—creative vernaculars that edgy fashion types love but that most men might find fairly difficult to translate into an everyday wardrobe.

“As long as the world stage is in a less certain place, these dystopian visions of the future will have a place in designers’ mind-sets,” said Nick Paget, senior menswear editor of WGSN, a trend-forecasting company. High fashion’s fascination with lengthy leather coats has a lot to do with leather fetishes, “especially as men’s identities are on the shift,” he added. Mr. Paget pointed out, reasonably enough, that floor-length leather coats “can feel almost a bit creepy” to the cubicle-bound, office-dwelling set.

Even if you think you’re the type of guy equipped to pull off this look, you’re also betting that your colleagues, your friends and even your romantic partner will buy into the style as well. London communications executive Alice Jonsdottir Ferrier, 38, said that she and her boyfriend, who works in finance, nearly parted ways because they could not agree on the viability of his long, brown calfskin coat. Despite the leather’s “great quality,” she found the style “just baffling.” She didn’t like the fact that, when her boyfriend walked down a street, the coat looked—and fluttered—like a cape.

“I was so mortified to be seen with him,” Ms. Ferrier said. The coat gave him an air of hubris that she also found off-putting. “When you’re wearing something like that, you walk a certain way. It was the gait of his exceptionally confident stride toward me. It was absolutely hideous.”

The brown-leather coat in the tryptic is from the brand Bally. An earlier version of this article incorrectly said it was from Ralph Lauren Purple Label. (Corrected on Feb. 25)



The start of the the McKinsey report is here:

Power to move – Accelerating the electric transport transition in sub-Sahran Africa

By Julian Conzade, Hauke Engel, Adam Kendall, and Gillian Pais, all from McKinsey. Julian Conzade is a solution manager in McKinsey’s Munich office, Hauke Engel is a partner in the Frankfurt office, Adam Kendall is a partner in the Lagos office, and Gillian Pais is a partner in the Nairobi office. The authors wish to thank Shell Foundation for its research contributions to this article. The authors also wish to thank Deston Barger, Chania Frost, Joel Kpadonou, Elizabeth Platt, Yunus Rocker, Nikul Roshania, and Patrick Schaufuss for their contributions.

Globally, the automotive future is looking increasingly electric, due to growing regulatory moves, including forthcoming bans on sales of internal combustion engine (ICE) vehicles, shifting consumer behavior, and ongoing improvements in battery and charging technology. By 2035, the world’s major automotive markets—the United States, European Union, and China—are expected to sell only electric vehicles (EVs), and by 2050, 80 % of the world’s vehicle sales are expected to be electric. EVs are a critical component of achieving climate neutrality (in Europe, for example, the life-cycle emissions of an EV are around 65 to 85 % lower than that of an ICE vehicle) and improving quality of life in cities by reducing air and noise pollution.

This article seeks to answer two questions: How will the trend toward electric mobility play out in sub-Saharan Africa? What are the opportunities and challenges associated with the region’s electric transport future? 1

Transport currently makes up 10 % of Africa’s total greenhouse gas (GHG) emissions, which is expected to increase in line with sub-Saharan Africa’s expanding vehicle parc (Exhibit 1). In the six countries that make up around 70 % of sub-Saharan Africa’s annual vehicle sales and 45 % of the region’s population (South Africa, Kenya, Rwanda, Uganda, Ethiopia, and Nigeria), the vehicle parc is expected to grow from 25 million vehicles today to an estimated 58 million by 2040, driven by urbanization and rising incomes. As its vehicle parc grows, the challenge for sub-Saharan Africa will be to push for more sustainable mobility and avoid the risk of becoming the dumping ground for the world’s unwanted used ICE vehicles.

Some governments in sub-Saharan Africa have started to announce electrification targets for vehicles and incentives for EV adoption—such as Rwanda’s announced tax exemptions for EV sales. Moreover, a growing start-up ecosystem for EVs, focusing particularly on electric two-wheelers, is emerging in the region. McKinsey estimates that as of the end of 2021, there were more than 20 start-ups in the ecosystem, which combined raised over USD25 million in funding that year. 2

While momentum is building, sub-Saharan Africa faces some unique challenges in its electric mobility transition, including, in some cases, unreliable electricity supply, low vehicle affordability, and the dominance of used vehicles. Many countries have made significant strides toward improving electricity access (all six countries mentioned have urban-electricity-access rates above 70 % and some more than 90 %); however, electricity reliability remains an issue. A 2019 survey across 34 African countries found that fewer than half of those connected to the grid have reliable electricity. 3 In addition, the reported 2020 System Average Interruption Disruption Index (SAIDI) for sub-Saharan Africa was 39.30 versus 0.87 for OECD high-income countries. 4 5

The second challenge is affordability, shaped by comparatively low household incomes, low availability of asset finance at affordable rates, and higher price points for EVs.

The third issue is the dominance of used vehicles on much of the continent (excluding a few countries such as South Africa, where used-vehicle imports are banned). In most sub-Saharan African countries, around 85 % of all four-wheel vehicle sales are used vehicles. 6 This is driven by affordability challenges and weak regulation, with many countries allowing the import of vehicles over 15 years’ old and with fairly low emissions standards. A 2020 United Nations Environment Programme (UNEP) report states that 40 out of 49 sub-Saharan Africa countries have weak or very weak used-vehicle regulations. 7 New EVs will therefore struggle to compete with old, low-cost ICE vehicles that are readily available in the region. And, given that 40 % of all globally exported used vehicles end up in Africa, the continent runs the risk of becoming a dumping ground for used ICE vehicles while the rest of the world transitions to an electric transport future. 8

In this article, we look at some of the challenges and opportunities associated with sub-Saharan Africa’s electric transport journey, including some of the steps governments, development partners, and private-sector stakeholders can consider taking to build an enabling ecosystem for EVs in the region.

Opportunities and challenges to EV adoption in sub-Saharan Africa

Large buses and trucks

This McKinsey analysis focuses on smaller vehicle classes. The technology and ecosystem for the electrification of large, long-haul trucks are still being developed globally and are unlikely to scale to sub-Saharan Africa in the next 20 years.

Large buses have a case for electrification, with China and the European Union both setting targets for their adoption (electric buses are already widespread in many Chinese cities). 1 However, as most large buses in sub-Saharan Africa are currently used for intercity transportation, often driving well above 100 km a day, they are, for now, unlikely candidates for electrification.

Minibuses remain the dominant form of urban public transportation. However, governments in sub-Saharan Africa are increasingly encouraging the use of large buses for urban public transport, which could impact the electrification potential and charging infrastructure required. For example, Kenya has stated that it will be encouraging the use of electric buses as part of the Nairobi Bus Rapid Transit system. 2

In assessing the opportunity for EV adoption in sub-Saharan Africa, we engaged more than 70 organizations, including local EV start-ups, vehicle assemblers and distributors, electricity-distribution companies, commercial fleet owners, minibus associations, regulators, and financiers, and surveyed nearly 1000 vehicle owners in major markets. This article focuses primarily on two-wheelers, passenger cars, minibuses (14-seater vans, currently the predominant form of public transport in sub-Saharan Africa), and light commercial vehicles (vans), which together comprise most of the vehicle parc in sub-Saharan Africa (see sidebar “Large buses and trucks”). South Africa is not included in this analysis due to some key differences compared with the rest of the region, including its ban on used-vehicle imports, higher consumer income, and relatively small two-wheeler parc (less than 3 % of the total vehicle parc, versus up to 50 % in most other sub-Saharan African countries). However, many of the findings are likely still applicable in the overall South African context.

This article’s findings indicate high awareness of EVs among drivers, a favorable total cost of ownership for EVs, and a growing use case for electric two-wheelers in particular, though up-front costs may stall the widespread uptake of EVs.

Awareness of EVs is high among passenger-car owners. Over 90 % of all vehicle owners surveyed in Nigeria and Kenya had heard of EVs, with most recognising that the technology is sound and better for the environment. However, almost all stated “range anxiety” (see sidebar “Common EV terminology”) and high up-front costs as their primary concerns.

The total cost of ownership is favourable, but up-front costs are currently prohibitive. The total cost of ownership (TCO) of EVs is more favourable than that of ICE vehicles, even in countries with fairly high electricity costs like Kenya, where the residential electricity tariff is over 20 cents per kilowatt-hour (Exhibit 2). These economics improve the more a vehicle is driven due to the lower operating costs, meaning that vehicles used for commercial purposes (such as minibuses, vans, and two-wheelers) are more favourable for early transition. Despite high awareness of EVs, few individuals we surveyed understood the benefits, with some commercial fleet owners and bus associations expressing surprise at the favourable lifetime economics of EVs.

Nonetheless, up-front costs remain a barrier. While Exhibit 2 shows the projected comparison for a used ICE vehicle and electric car in 2030, the availability of EVs is currently limited to new vehicles, whereas most vehicles purchased in sub-Saharan Africa are low-cost used ICE vehicles. Surveyed passenger-car owners in Kenya and Nigeria estimate they spend between USD6,000 and USD10,000 to purchase a used ICE vehicle. Until used four-wheeler EVs become available at scale at similar prices—likely in the mid to late 2030s, it is unlikely they will be able to compete without incentives. In sub-Saharan Africa, this also impacts some commercial vehicle classes, such as vans, as these are often purchased used and owned by individuals or private associations who then hire them out. In Kenya, for example, nearly 50 % of all vans are likely owned by individuals on a for-hire basis, which means that the ability to purchase an EV still relies on the owner’s income and access to affordable financing.

Driving behaviour in Africa is suitable for EV adoption, with some exceptions. Understanding driving and parking behavior is critical to assessing the region’s potential for EV adoption. Vehicle owners who tend to drive less than 100 kilometres (km) per day and park in a dedicated space at home or at work can typically use basic Level 1 or Level 2 EV charging (see sidebar “Common EV terminology”). Most personal car owners in sub-Saharan Africa fit these criteria, even when factoring in time spent in traffic, as EVs are very efficient in start-stop conditions.

The picture becomes more complex, however, for taxis, minibuses, and vans that are in frequent use and travel long distances every day. Vehicles that travel more than 100 km a day with limited stops would require fairly high-cost Level 3 DC fast-charging infrastructure along major routes or at commercial centres. Short routes for minibuses and vans that park overnight at a fixed station may be more suitable for early EV adoption, where a wall charger can be installed with comparatively limited investment.

Emerging use case for electric two-wheeler adoption. Unlike all other vehicle segments assessed, two-wheelers (called boda bodas in much of East Africa and okadas in Nigeria) are predominantly purchased new in sub-Saharan Africa. More than nine in ten two-wheelers are purchased for commercial use as taxis or delivery services. Commercial use results in a higher average distance travelled per vehicle, which improves the TCO of the electric two-wheeler versus the ICE two-wheeler. This also results in a fairly high fleet turnover, with an urban owner in Kenya and Nigeria purchasing a new two-wheeler every two to three years, on average. And because electric two-wheelers have a small battery, they can be charged via a mini-grid, making them suitable for use in locations with low access to reliable electricity-grid infrastructure. They can also benefit from a battery-swap model, in which a depleted battery is replaced with a fully charged battery from a designated “swap station” in just a few minutes.

These factors strengthen the case for more widespread adoption of electric two-wheelers in sub-Saharan Africa, following the trend seen in Asia. A number of start-ups are already investing in the region’s nascent electric two-wheeler space to design vehicles at a cost and durability suitable for the local market. For example, Opibus in Kenya is investing in local R&D and assembly to build an electric motorcycle tailored to the needs of boda boda drivers who demand a high-durability vehicle that can go up to 130 km per day at a comparable cost to an ICE two-wheeler. Companies such as Ampersand in Rwanda are also developing a network of battery-swapping stations to enable two-wheeler drivers to exchange depleted batteries for fully charged batteries on the go.

Even with this emerging use case, there are still challenges to overcome. Issues include the higher up-front price point for electric two-wheelers versus ICE two-wheelers (estimated at USD1700 to USD1800 in mid-2021 versus USD 1300 in Kenya), unknown battery lifetime data given that motorcycles in sub-Saharan Africa go much longer daily distances than those in Asia, and the high cost of battery swapping.

Despite these challenges, the TCO for electric two-wheelers is favourable. Even with a higher up-front cost—and assuming no residual value—the electric two-wheeler is 25 % cheaper over a five-year life cycle compared with an ICE two-wheeler due to fuel and maintenance savings. Moreover, initial driver feedback on electric two-wheelers in sub-Saharan Africa has been very positive. A recent pilot by the UK Aid–funded Manufacturing Africa program involving a side-by-side test of 20 drivers using electric two-wheelers and 20 drivers using ICE two-wheelers found that more than 90 % of the electric two-wheeler drivers felt they performed as well, if not better, than the ICE two-wheeler. All of the participating drivers indicated that they are likely or very likely to purchase an electric two-wheeler as their next vehicle. This combination of local companies investing to solve the challenges to adoption and positive consumer perception suggests high potential for electric two-wheelers in the region.

Mixed potential for electric vehicles in sub-Saharan Africa

Based on these findings, McKinsey mapped different vehicle segments across a number of criteria to determine their feasibility for EV adoption in sub-Saharan Africa (Exhibit 3). This mapping is based on the situation today; as more used EVs become available post-2030 and technologies evolve, this assessment may evolve too.

Mixed potential for electric vehicles in sub-Saharan Africa

Based on these findings, McKinsey mapped different vehicle segments across a number of criteria to determine their feasibility for EV adoption in sub-Saharan Africa (Exhibit 3). This mapping is based on the situation today; as more used EVs become available post-2030 and technologies evolve, this assessment may evolve too.

Using this analysis, two potential scenarios emerge for EV adoption in sub-Saharan Africa:

Base-case scenario, primarily driven by as-is market conditions. Under this scenario, regulatory intervention to encourage the EV transition is limited; adoption is driven by EV affordability and availability. Vehicle segments that are dominated by used vehicles do not transition at any significant level until after 2035, when used EVs start to become available at sufficient scale to compete with used ICE vehicles in terms of affordability. Corporate-owned fleets (estimated at around half of all vans) are expected to switch to EVs faster, driven by companies’ sustainability commitments and the benefits of EV’s lower operating costs. Given the existing momentum in the electric two-wheeler segment, this segment is expected to grow dramatically, in line with the trend in Asia, given favorable TCO and high fleet turnover. This scenario also factors in the current electricity reliability issues in each country (for example, in Nigeria, low reliability means lower adoption rates) but assumes that investments will continue to improve reliability over time.

Accelerated case scenario, with EV market actively shaped by stakeholders. Under this scenario, multiple interventions lead to accelerated adoption. For example, governments put in place regulations and incentives to encourage adoption, such as those seen in other countries, including ICE vehicle sales bans and tax exemptions for EVs. This accelerates adoption across all vehicle segments but could have greater impact on minibus and van segments in particular, where owners are more “TCO conscious” and also potentially more likely to face targeted incentives or regulations, such as mandates for all public transport to be electric within a certain timeframe. This is the case in countries such as Norway, where 75 % of long-distance buses must be zero-emission by 2030. 9 This scenario assumes government or private actors invest significantly in the electricity system, improving overall electricity reliability and installing fast-charging infrastructure for taxis, minibuses, and vans.

In both scenarios, this analysis indicates that two-wheelers will electrify fastest, with electric two-wheeler sales rising to 50 to 70 % of all sales by 2040 (Exhibit 4). In Kenya and Nigeria alone—two of the largest two-wheeler markets in sub-Saharan Africa—this would translate into three million to four million electric two-wheeler sales per year by 2040.

Vans and minibuses would likely electrify next, but they have greater variability in the base and accelerated cases due to the potential of targeted regulation, with approximately 20 % and 25 % sales adoption by 2040 in the base case, respectively, and around 35 % and 45 % in the accelerated case.

Electrification of passenger cars would likely be slowest, due to the expected supply constraints of used EVs in Africa before 2030. In the base case, around one in five passenger cars will be electric by 2040, and in the accelerated case, nearly one in three, based on stricter import regulation on used cars or incentives for EV adoption such as tax exemptions. This equates to a roughly ten-year “lag” behind the expected adoption trend in the European Union.

In aggregate, across all vehicle segments, these scenarios could result in a 20 to 25 % annual carbon emissions reduction in 2040, assuming the current electricity-generation mix. 10

The curves in Exhibit 4 represent an average across five countries that make up 60 % of all vehicle sales in sub-Saharan Africa, excluding South Africa. Some countries, such as Rwanda and Kenya, are expected to transition faster, with EVs accounting for 60 to 75 % of all two-wheeler sales by 2040. This is due to a range of factors, such as stronger regulation on the age of used-vehicle imports in Kenya, incentives for EV adoption in Rwanda, comparatively better electricity reliability in both countries, and the growing presence of EV start-ups.

EVs are an evolving technology, and this analysis makes several assumptions on unknown factors, including competition with alternative fuels (see sidebar “Alternative fuels”). One critical unknown is how long batteries will last and whether they will be suitable for the 300,000 km lifetime mileage often seen in Africa. Two test cases of the Tesla Model S and Nissan Leaf have shown these vehicles going over 150000 km with at least 80 % of the original battery capacity retained. 11 Based on these results and the ongoing investments in battery technology, this analysis assumes that batteries will indeed last for many miles. We further assume that used EVs will follow similar depreciation curves and export trends as seen for ICE vehicles. For example, countries will not seek to retain used EVs in their home markets to recycle batteries, as the value of an exported EV is higher than that of a recycled battery, meaning it makes more economic sense to export the used EV.

Due to the challenges mentioned, sub-Saharan Africa’s EV adoption curves are still slower than those expected globally. For example, by 2040 90 % of all two-wheeler sales are expected to be electric, driven by growing demand in India, China, and Southeast Asia, as are nearly 70 % of all car sales. Nonetheless, even if the adoption rates are lower, the difference between the base case and accelerated case is significant in sub-Saharan countries, with the accelerated case translating to more than double the number of EVs on the road by 2030 and 30 % more by 2040.

Building an enabling ecosystem

Governments, development partners, and private stakeholders can consider working together to build the ecosystem required to help EVs scale in sub-Saharan Africa and push toward the accelerated growth case.

Four primary categories of enablers could be considered:

  • scaling electricity and charging infrastructure
  • innovating local production and supply chains
  • considering regulatory mechanisms
  • financing assets, assemblers, and infrastructure

Scaling electricity and charging infrastructure

Stable electricity supply and charging infrastructure will need to be built ahead of demand to mitigate the range anxiety that may hinder consumers from adopting EVs.

Electricity system developers and operators will need to plan ahead to build the infrastructure for EVs. This includes improving electricity access and reliability, while also planning for increased domestic consumption at off-peak times, since vehicles are likely to be charging overnight. In the case of electric two-wheelers, charging is also possible via mini-grids, making these vehicles a core solution in areas with poor grid access or reliability.

Companies can also proactively invest in charging infrastructure, including partnerships with large retail actors to set up public charging stations. For example, many minibuses in Kenya park overnight at petrol stations so setting up charging in these locations could enable an electric transition for minibuses. Partnerships with shared-mobility providers could also help with charging-network optimization. This is being seen in Asia, where Gojek (a ride-hailing company) and Gogoro (an electric two-wheeler company) are partnering in Indonesia to set up battery- swapping stations in high-use locations. 12

In addition to charging, electric two-wheelers will likely need to be supported by a network of battery-swapping stations, as the long daily distances traveled by many commercial two-wheelers mean they might need to swap “on the go.” The creation of a common battery standard would significantly help in the development of the sector, as it would allow for the creation of a common battery-swapping “utility” that would bring down the amount of battery inventory required for each company. This initiative is already being pursued globally through the swappable battery consortium formed in 2021 by Piaggio, KTM, Honda, and Yamaha. 13

Innovating local production and supply chains

EV companies could consider investing in homegrown-product innovation to design or tailor EVs for local needs and conditions. As mentioned, two-wheelers in sub-Saharan Africa tend to travel much longer daily distances compared with those in Asia (up to 130 km in Kenya versus an estimated 40 to 50 km in Asia). Developing an electric two-wheeler that is both durable and capable of carrying a spare battery may be required to meet the needs of the sub-Saharan African two-wheeler driver. Stakeholders can also invest in retrofitting existing ICE vehicles with electric powertrains. This would likely be the most economically feasible alternative for larger vehicles that go long distances, such as vans or minibuses, as the lifetime cost trade-off of an electric versus an ICE powertrain is favorable over a shorter timeframe.

Local vehicle assemblers may also invest in national and regional supply chains by manufacturing some parts locally. Going even further upstream, and as discussed in McKinsey’s Green Africa report, sub-Saharan Africa has many of the raw materials needed to develop a supply chain for at least the attractive cathode segment of batteries used in EVs.

Considering regulatory mechanisms

As seen in other countries, regulatory mechanisms can be a significant driver for EV adoption. Globally, countries have adopted a range of approaches, including hard targets such as banning sales of ICE vehicles within certain timeframes or setting emissions standards or fiscal incentives such as tax exemptions for EV sales or subsidies for charging infrastructure. These can also include soft incentives such as reduced registration times for EVs or allowing free parking for EV drivers (Exhibit 5).

Financing assets, assemblers, and infrastructure

Four broad types of financing would help to accelerate the transition, including asset financing, financing for EV importers and assemblers, financing for charging infrastructure (for example, battery-swapping stations for electric two-wheelers, installation of Level 1 and Level 2 public charging points), and infrastructure financing for electricity grid and mini-grid development. This will require some innovation in financing models, including credit guarantees to derisk lending. Take asset financing, for example. Formal asset financing is an established model in some countries, such as Kenya, where an estimated 90 % of two-wheelers are financed through specialized players. Other countries rely on more informal models, such as Nigeria, where around 30 % of two-wheelers are financed via okada associations and the remainder through informal borrowing from friends and family. The unknown depreciation curves and technology life cycles of EVs mean that asset financiers might be reluctant to finance them. Derisking models such as credit guarantees might be required to encourage asset financing for EVs. For vehicles such as vans or minibuses, lease-to-own models for retrofitted electric powertrains could also be explored.

Innovative financing models, such as carbon credits for charging infrastructure, are already being launched globally. The world’s first validated and registered carbon offset program for EV chargers, with plans to finance 3500 fast-chargers in the United States, was announced in 2020 by SCS Global Services, Electrify America, and Verra. 14

Sub-Saharan Africa faces many unique challenges in the electrification of transport, but it is critical that the continent is not left behind as the rest of the world transitions. Failure to create an enabling ecosystem for electric transport could see the region becoming a dumping ground for old ICE vehicles, setting back the continent’s carbon-emission-reduction goals as the vehicle parc continues to grow in the decades ahead.

The automotive future may be electric, but in sub-Saharan Africa, private-sector stakeholders, development partners, and governments may need to consider collaborative measures to accelerate the EV transition, or Africa may find itself stuck in the slow lane.



Newsletter of last Week

MIND OF A CHARACTER – Euphoria Star Sydney Sweeney on the Art of a Bathtub Breakdown – This Car Comes With an NFT (And No, It Isn’t a Bored Ape Picture) By guest author George Downs from the Wall Street Journal. Alfa Romeo says its latest Tonale model will use NFTs to record vehicle data and generate a certificate to guarantee the car’s overall status. WSJ’s George Downs explores how NFTs are being adopted by the auto industry – Tech Companies Face a Fresh Crisis: Hiring – Recruiters in tech are desperate for workers. But candidates are the ones who hold all the power https://textile-future.com/archives/84980

The highlights of last week’s NEWS, for your convenience, just click on the feature to read.


EU’s organic farming area reaches 14.7 million hectares https://textile-future.com/archives/85101


Renault Group exceeds its 2021 targets and accelerates its Renaulution strategy https://textile-future.com/archives/84867

All-New Renault Austral: Hiding style with style https://textile-future.com/archives/84908

BWT Alpine F1 Team fortifies its management structure for challenges of new era of F1 https://textile-future.com/archives/84953

Stellantis N.V. announced on February 25, 2022, that it published its 2021 Annual Report and filed its 2021 Form 20-F with the United States Securities and Exchange Commission https://textile-future.com/archives/85208


IFAI – Geosynthetics Conference Proceedings and Video Archive Now Available Online https://textile-future.com/archives/84889

12th ITMF Corona-Survey https://textile-future.com/archives/85083

SWISSMEM: The war in the Ukraine clould hamper the up-swing of the Swiss MEM industry https://textile-future.com/archives/85320


EU-supported film wins the Golden Bear for Best Film at the 2022 Berlin International Film Festival https://textile-future.com/archives/84769

Agriculture: Launch of the first EU organic awards https://textile-future.com/archives/84819

EFI’s VUTEk Q5r Printer and Fiery Finishing Integration Software Earn EDP Awards https://textile-future.com/archives/85000

Zalando bestows Tobias Birk Nielsen as winner of its third Zalando Sustainability Award https://textile-future.com/archives/84995


WTO issues call for papers for 2022 Essay Award for Young Economists https://textile-future.com/archives/84949


Pantone reveals top AW22 colour trends from London Fashion Week https://textile-future.com/archives/85008


JD Sports lifts outlook while delaying annual results release https://textile-future.com/archives/84923

Neiman Marcus plans new Dallas office hub to address remote working https://textile-future.com/archives/84945

Carrefour Sales Fall in France Amid Tougher Grocery Environment https://textile-future.com/archives/84964

BASF achieves strong earnings growth in full year 2021 https://textile-future.com/archives/85198


Swiss 2021 financial statements: another high deficit due to COVID-19 pandemic https://textile-future.com/archives/84764

Africa-EU trade in goods:  EUR 4 billion surplus https://textile-future.com/archives/84780

Swiss Foreign trade in the suction of price developments https://textile-future.com/archives/84807

EU Oil and petroleum consumption at record low in 2020  https://textile-future.com/archives/84830

Data: Record January advertising spend in US https://textile-future.com/archives/84847

The McKinsey Week in Charts https://textile-future.com/archives/84878

EU Gross value added decreased in all regions, but four https://textile-future.com/archives/85033

OECD GDP growth continues steadily in the fourth quarter of 2021, but slows in Europe https://textile-future.com/archives/85052

The McKinsey week in Charts https://textile-future.com/archives/85283

Acceleration in merchandise trade bolsters recovery in G20 trade, but growth in services trade eases https://textile-future.com/archives/85299

3D Printing

ABB Turns to Metal 3D Printing for Turbocharger Spare Parts https://textile-future.com/archives/84957


Giant solar eruption seen by Solar Orbiter – The ESA/NASA Solar Orbiter spacecraft has captured the largest solar prominence eruption ever observed in a single image together with the full solar disc https://textile-future.com/archives/84900

Swiss State Secretary Martina Hirayama attends European Space Summit in Toulouse https://textile-future.com/archives/84773


Retail investment strategy: Commission consults on new approach to retail investments https://textile-future.com/archives/85030


Swiss Federal Councillor Ueli Maurer at meeting of G20 finance ministers https://textile-future.com/archives/84836

Uganda Virtual Expo 2022 (March 15-17, 2022) https://textile-future.com/archives/84894

THE 2nd ANNUAL SMART MANUFACTURING – TEXTILE 4.0 FORUM https://textile-future.com/archives/84936

Materials Matter: A Pathway to Positive Impact https://textile-future.com/archives/84974

Trützschler Nonwovens at IDEA https://textile-future.com/archives/85045

7th annual World Elastomer Summit Registration is closing this Friday! https://textile-future.com/archives/85060

Brueckner Systems for the bonding of high-loft nonwovens and geotextiles are to be highlighted at IDEA 2022 https://textile-future.com/archives/85074


What’s London Fashion Week without a tentpole show? https://textile-future.com/archives/84968

Breathable Films

Breathable Films Market worth USD 3.9 billion by 2025 https://textile-future.com/archives/84930


Statement from OECD Secretary-General on initial measures taken in response to Russia’s large scale aggression against Ukraine https://textile-future.com/archives/85296

New Products

AQUARIA® With Benefits from Biancalani https://textile-future.com/archives/85025


Coloreel and Hirsch Solutions expands partnership to meet increased demand on the US market https://textile-future.com/archives/85089

BASF and Syngenta join forces with Arisa to address labor standards in the vegetable seeds sector in India https://textile-future.com/archives/85096


Changes in responsibilities on the Board of Executive Directors of BASF https://textile-future.com/archives/84801

Thierry Piéton appointed Chief Financial Officer of Renault Group https://textile-future.com/archives/84859

Carl Icahn Nominates Two to McDonald’s Board https://textile-future.com/archives/85040


Swiss Empa: Energy transition – What will a CO2-neutral Switzerland cost us? https://textile-future.com/archives/84785

Textile Service Industry

The Future of the Textile Services Industry https://textile-future.com/archives/85078


EU challenges China at the WTO to defend its high-tech sector https://textile-future.com/archives/84809