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Even before I had driven the McLaren 600LT through six countries along a meandering 1370-mile route, I knew what to expect. I knew it would be searingly fast. I knew it would be freakishly agile and steer beautifully too. What I didn’t yet know about the most potent Sports Series model was that, after driving it from Budapest to London in 36 hours, I would hand over its key not with a heavy heart, but with a very real sense of relief. But that’s still to come. At 8am on a Tuesday morning in the Hungarian capital, there is only anticipation. In Ceramic Grey, the 600LT looks almost violently purposeful. I can’t bring myself to love the way it looks but it’s necessarily fussy because all those contrast- carbon flicks and wings and vents are there for a reason, either to aid cooling or to mani[CENSORED]te the air so that it flows not under the car to try to lift it up, but over the top of it so that it presses it down into the road. At 155mph, the 600LT generates 100kg of downforce compared with neutral lift for the 570S. Its extra 30bhp isn’t significant but those top-exit exhausts are borderline erotic. The 600LT has more carbonfibre bodywork than the 570S as well as thinner glass and trick suspension components, all of which means it is lighter by as much as 100kg. The chassis has been tweaked, too, the springs stiffer all round, dampers retuned and anti-roll bars firmer. Our car is missing one important Longtail upgrade. Rather than the ultra-tacky Pirelli Trofeo R tyres on which customer cars will be delivered, it has less track-focused P Zeros. This morning, that seems like a pity. Come bedtime, it will not. We’re in Budapest because the 600LT’s international media launch at the nearby Hungaroring grand prix circuit is winding down and the cars need to be returned to McLaren’s HQ in Woking. Most will be loaded onto a transporter and repatriated that way, but this particular one will be driven. I wish we had the time to point its prow not directly home but out towards the furthest reaches of Eastern Europe. But time will not allow it. Both photographer Olgun and I must be back in London by tomorrow evening. That gives us 36 hours, and if we don’t keep the wheels turning for at least 28 of those, we’ll both miss our deadlines. So we waste no time in slipping away from the hotel, crossing Elisabeth Bridge – which spans the Danube and connects hilly Pest in the east with sprawling Buda in the west – and pressing on towards Austria. Even at this mid-morning hour, the temperature outside is on the rise. It is within the 600LT’s cockpit, too, because this particular car has no air conditioning. In fact, this car is as light as a 600LT will get becauseit also does without a stereo and sat-nav, so it can use a lighter wiring harness, and it has extremely light and thinly padded carbonfibre seats, borrowed from the Senna hypercar. It all means this particular 600LT isn’t remotely suited to a cross-continental dash. I smell a stitch-up. Apparently, a certain senior member of the Autocar editorial team specifically asked McLaren to furnish us with the “skinniest car possible”. I try for a moment to feel sorry for myself, but the prospect of two days in one of the most exciting new cars of 2018 is just too mouth-watering. Once we’ve battled past Vienna, the multi-lane highway that had been stubbornly arrow straight and perfectly flat for mile after mile eventually begins to wander left and right. Soon enough, it is flowing gracefully from one bend to another, and even rising and falling slightly too. Way off in the distance, we see misty blue forms that look like a watercolour painting, but as we get closer, they turn from blue to green and we realise they are the foothills of the Alps, lush with pine trees. The most direct route home would take us through the middle of Germany, avoiding the mountains altogether, but doing so in a car like this seems criminal. Instead, we’re heading for a pass on the northern fringes of the Alps – the Grossglockner, Austria’s highest road. We plunge further into the hills. Even on a road like this one, you appreciate how pin sharp the 600LT’s steering is, and you exaggerate every curve in the road just for the tactile joy of it, feeling the resistance build and the rim nudge this way and that in your fingertips. Then the tunnels begin to arrive. I take manual control of the gears and shift up and down indulgently in every tunnel we find. The note from those top-exit exhausts changes so drastically in pitch and volume in each gear that if I had a single musical bone in my body, I’d be able to play a fairly decent tune. The V8 symphony, performed by the Longtail Philharmonic. We pull off the highway and find the base of the Grossglockner. Through breathtaking scenery, the pass climbs quickly towards its summit and, as we climb with it, I scan the car for signs that it is sharper or more responsive than the 570S. But they’re not coming. Through the many hairpin turns, the 600LT feels so much like its sibling that I can hardly tell it apart. But with two of us and all our kit on board,andon these P Zero tyres, this particular 600LT isn’t as light or as grippy as it should be. We’re not getting the full Longtail experience. Eventually, I deposit Olgun and our stuff by the side of the road and go off by myself. Even so, in tighter corners, I can find no more magic in this car’s chassis. On the gently meandering stretches of road that have a sheer rock face on one side and a precipitous drop to the other, though, the car does feel appreciably more responsive, more precise, and you don’t so much drive it as think it along the road. That is where you notice the difference. It is fearsomely quick, too, in an explosive and unrelenting kind of way. I reach the top of the Grossglockner, turn around and head back down, collecting Olgun and our kit on the way. All that should lie between us and our hotel on the outskirts of Munich is a steady three-hour drive, but it doesn’t work out that way. With the hills receding around us and the sun setting out to our left, the skies directly ahead are ominously dark. Leaves blow in spirals across the road and spots of rain appear on the windscreen. With night now upon us and the rain falling hard, great flashes of white illuminate everything around us. As we continue into the storm, those flashes of white soon become individual bolts of lightning that split the sky in two. The rain is so heavy now that the McLaren’s wipers cannot keep up. We drive through a small town and onto an autobahn, the rain coming down harder still. Visibility is reduced to near enough nothing at all, the windscreen and the road both flooded with rain water. We crawl at 40mph or so, but I can’t risk going too slowly in case somebody arrives at some greater speed from behind us. Every time the road ahead disappears behind a screen of water or is lost in disorienting reflections, I simply wait for the crunch of carbonfibre against Armco. Thank heavens, I think aloud, that the 600LT’s track-day tyres were swapped for P Zeros: even these all-weather tyres aquaplane now and again. More stressed than I have ever been in a car, I pull off the autobahn and wait for the storm to pass. Blessedly, the next morning is dry and bright. We head west away from Munich towards Stuttgart. Along the way, we nudge 170mph a couple of times before traffic slows our progress. At around midday, we cross into France, where the autoroutes are so much quieter than the German autobahns that they’re actually more pleasant to drive along, despite their strict speed limits. Our run through France is uneventful but, along the way, we stop at the old Reims pit buildings, for a certain Bruce McLaren raced Formula 1 machinery here five times, winning the non- championship race in 1962. The sprint back to Calais is a short one, but the 600LT’s lightweight seats have long since ceased to be comfortable. Our backs are sore and our legs numb. Those seats are perfect for circuit driving, I’m sure, but for very long stints at the wheel, they’re not so brilliant. They are the reason that I don’t feel too sorry to wave goodbye to the 600LT, although before we do that, a road closure on home soil in Kent means wefind ourselves driving along a bumpy B-road – a classic British stretch. The car feels tense, but the damping is so good that the ride isn’t at all crashy or uncomfortable. The margins between this car and the 570S may be small, but by being a little bit better than an already superb performance car, the 600LT is a show-stopper. We make west London late on Wednesday evening, two solid 14-hour days behind us. I wave the McLaren away and, as it disappears, I begin longing for my next drive in a 600LT. Budapest to London, the scenic way: From Budapest, we drove to Vienna, picking up the A1. At Salzburg, we turned off towards the south to the Grossglockner Pass before diverting to Munich. The next day, we went along the A8 into France, to Reims, Calais and, finally, home. Sibling rivalry: McLaren might have made the 600LT faster and more powerful still but it couldn’t allow the Longtail to tread on the more expensive toes of the 720S. In all, £23,000 separates the two models, which means the 600LT is actually far closer in price to the 720S than it is the 570S, which is £37,000 cheaper. Even so, does the 600LT make life tough for the 720S? Not especially, because the two models do very different jobs. The 600LT is clearly pitched as the weekend and track-day car, whereas the 720S is far more effective in daily use and over long journeys. Instead, it is the 570S that will surely struggle to find any buyers during the 12 months in which the 600LT will be in production. The other two Sports Series models, the 540C and the 570GT, each have clear USPs but, for now, the 570S is completely overshadowed.

Sachin Kullu was a field labourer in Jharkhand till he moved to Goa to work on construction sites. He became one among many migrants who was left without an income after the lockdown was announced to restrict the spread of COVID-19 in India. Kullu stayed home to look after his son, while his wife went to work. For Goa-artist Kedar Dhondu, he is Lonely Resident # 22 – one of the several residents who were home during this time. “I had been reading about how the epicentre had moved from China to Italy. When the lockdown was announced in India is when we really realised what is meant, that’s when I thought I should do something on it,” says Dhondu. He was also preparing for an exhibition in Milan in April, which is now postponed due to the pandemic. In March, Dhondu sent an open call for people to share photographs of themselves at home, along with text on their thoughts and how they were making use of the time. In the following weeks he received responses from across the world, including Goa, Bengaluru, Mumbai, Udaipur, Montreal, Paris, London, Bangkok and New York. Nearly 25 sketches based on photographs have been uploaded on Dhondu’s Instagram account. “I don’t directly know all these people. It stemmed from my curiosity to know how the world was coping,” says Dhondu, who also teaches at Goa College of Art. Even as he prepares to add colour to the sketches, each post also represents the varied challenges faced by people in lockdown and how they are responding to the ‘new normal’. Standing in her living room, Poonam Naik from Goa shares: “Fear of uncertainty demands a much more ‘responsible person’ from me”. Dhondu elaborates how she is concerned about the safety of her family, especially the elders. Satyam Acharya, Dhondu tells us, “has developed a strong bond between himself and his father as they are living together… Satyam prepares tea and breakfast whereas lunch and dinner is cooked by his father.” Pennsylvania-based artist Jackie Lima notes how she wishes “to be with friends, looking at art and visiting exhibitions”. While most are in their homes, Dhondu also reaches out to frontline workers. Wearing his PPE, we are introduced to Jampa Monlam Topgyal, Senior Clinical Informatics Specialist, Northwell Health, Southside Hospital in New York. He writes, “Never in a million years did I ever think that I would find myself at the bedside again, working hand-in-hand with a team of incredibly talented and hardworking healthcare professionals. I forgot how gruelling and exhausting this work is and it is even more so during the COVID pandemic with many hospitals in NY working at 50% clinical staff capacity to take care of the sick. I am also thankful for my leadership who allowed me to relinquish my office responsibilities to volunteer full time and temporarily reassign back to clinicals.” Paris-based Delano D’souza is a journalist at FRANCE24. Dhondu sketches him in a newsroom. The artist writes, “Apart from people who are forced indoors, journalists like Delano continue to take risks every day. As many of his colleagues have children and need to be locked indoors, he keeps the show running by continuing to bring the news to people’s homes.”

Rabat – International NGO Greenpeace MENA issued the outcomes of its global report “Toxic Air: The Real Cost of Fossil Fuels” featuring Morocco within a lengthy list of countries that suffer relatively high estimated numbers of deaths annually due to air pollution. The report sti[CENSORED]tes that Morocco is one of the countries with the highest estimated number of related deaths per year, 5,100 in 2018, in the MENA region. Morocco ranks after Egypt, the top on the list for air pollution-related deaths. The numbers of deaths related to air pollution in Algeria and Tunisia are estimated at 3,000 and 2,100 respectively, the report shows. Commenting on the results and the economic impact that accompanies the health impact, a campaign manager at Greenpeace MENA, Mohammed Tazrouti, said Morocco suffers serious problems that threaten both health and “pocket of every Moroccan citizen.” He acknowledged that the country, however, plays an important role in combating the climate crisis through its “ambitious commitments in the renewable energy sector.” Morocco has positioned itself a leader in the renewable energy sector, receiving positive feedback on its approach internationally. Some recent praise came from the African Development Bank (AfDB), which said Morocco has been playing an important role in Africa’s energy transition with its Noor Ouarzazate solar complex. It is the largest concentrated solar power (CSP) complex in the world. As a long term project, Morocco seeks to generate 52% of its energy from renewables by 2030. Despite leading in renewables, coal poses a serious threat to Morocco Tazrouti, however, criticized the country for using coal as the “main source of electricity production with a high rate reaching around 50%.” A 2020 study from the King Abdullah Center for Petroleum Studies and Research found out that the production of coal in Morocco represents a lever in the electricity sector. Coal dominates the country’s electricity generation capacity with 58% of power production in 2016, according to the study. Coal is followed by natural gas with 20% and oil with 10% in the 2016 report. The Greenpeace MENA campaign leader expressed negative remarks on coal, stating that the material is “one of the most polluting fuels.” Coal produces “toxic pollutants that cause chronic illnesses, such as heart disease, diabetes, chronic obstructive pulmonary disease, and lung cancer,” Tazrouti said. A study from West Virginia University Health Sciences Center backs Tazrouti’s argument. The summary of the study shows that residents of coal-mining communities “complained of impaired health.” The study aligns with wide international consensus that coal is a dangerous source of energy in terms of both environmental and human health. Tazrouti said coal pollution-related respiratory illnesses make “us more vulnerable to infections by respiratory viruses like COVID-19.” A recent study conducted by researchers from the Harvard T.H. Chan School of Public Health backed up this assertion, finding that communities suffering relatively high levels of air pollution in the US witnessed higher death rates from COVID-19 than those with lower levels of air pollution. Air pollution costs Morocco’s economy The Greenpeace MENA report said that the average annual cost Morocco suffers due to air pollution caused by fossil fuel emissions is estimated at 0.9% of its GDP, or $1.1 billion (MAD 11 billion) annually. Tunisia loses $400 million per year, while Algeria loses $840 million annually, representing 0.5% of its GDP. “Air pollution is not only a health crisis, but also an economic crisis. At a time when the economy of our country is going through a crisis due to coronavirus, we must learn from what happened at this stage, such as the importance of investing in projects that benefit people and the environment.” Tazrouti said Morocco has made great achievements in terms of renewable energies, and the NGO is convinced that Morocco would do well to draw up an ambitious plan to “phase out dirty coal gradually and instead invest in renewable, clean and healthy energes.” He said the “best way to solve the problem is to start recognizing it.” The NGO also asked the government to show more transparency regarding air pollution, providing data accessible for the public.

Pro , deserve a chance !

Lamborghini has revealed the first images and details of its new track-only hypercar developed by the firm's Squadra Corse motorsport division. Called the SCV12, it's been shown in full in prototype livery for the first time ahead of a full wraps-off unveiling later this summer. The Italian brand says it features the most powerful version of its naturally aspirated 6.5-litre V12 it has built to date - claiming it's "capable of exceeding 830hp (819bhp)". The SCV12's motorsport-centred development means aerodynamic efficiency has been a core focus, with Lamborghini claiming it produces more downforce than a GT3 racing car. Visible from the front is a double air intake and central rib, which sends airflow to a ram-air scoop on the roof. A large front splitter, vertical fins on the sills and a custom-built carbon wing are part of the downforce-boosting add-ons. Though based around the underpinnings of the Aventador, Squadra Corse has developed a "new fully carbon fibre chassis" boosting the power-to weight ratio, though no figures are quoted. Rear-drive only, the V12 puts its power through a six-speed sequential gearbox used as a structural element within the chassis. Further race-spec upgrades include pushrod rear suspension installed directly onto the gearbox, while there's also specially developed Pirelli tyres fitted to magnesium wheels (19inches on the front and 20 inches at the rear). No pricing details have been revealed for the new model, which follows on from the road-usable SC18, but production will be extremely limited. As with many restricted track-only models customers will participate in "advanced driving programmes at some of the world's most prestigious circuits". This includes technical; assistance from Squadra Corse engineers.

Natural face cleaners are considered a matter of luxury. But what if you could make one with simple ingredients from your kitchen? Yes, it’s possible. Ever since the pandemic took over our lives, when venturing outdoors is a challenge, it’s safer to make a batch of face wash at home. Natural cleaning grains can have a soothing effect on your face by just adding some water. A lot of high-end beauty brands swear by the cleaning grains as they leave your skin looking supple and moisturised. * Rolled oats powder – It is the best natural scrubber that can clean, smoothen and moisturise the skin all at once. * Almonds (ground) – The exfoliant properties in this makes it a great agent in your skincare product. * A pinch of turmeric – The anti-inflammatory and anti-septic properties in this helps in healing and giving a natural glow to your skin. * Besan or gram flour – The granules in flour take out all the excessive oil from your pores, helping them to open up and breathe a little more. * Lavender essential oil – Lavender suits more or less all skin types so it’s a safe option. It helps to remove acne marks, blemishes, calms inflamed and irritated skin. Powder face wash Ingredients * 1/4 cup oats * 1/2 cup besan * 2 tbsp almond * 10 drops of lavender essential oil * 1 tsp turmeric Method * Take a bowl, mix all the ingredients well, along with the essential oil. * Store it in an airtight container or glass jar. Take one spoon for a gentle wash.

Rabat – Morocco’s Minister of Energy Aziz Rabbah announced on Monday that the National Office of Electricity and Drinking Water (ONEE) postponed the payment of bills. During a June 22 meeting of the House of Representatives, Rabbah addressed the recent backlash surrounding the high electricity bills reported among Moroccan households and businesses amid the COVID-10 crisis. The minister said that some 11 million invoices will be rescheduled and facilities will be ensured, adding that ONEE vowed to not cut electricity services. Rabbah said the Ministry of Energy will establish a watch committee to monitor the electricity supply process, the fuel stocks allocated to electricity production, and ensure the continuity of supply throughout the country. The ministry will also establish additional time limits of reading meters and distributing invoices, he continued, and electricity consumption during the confinement period will be subject to review. Rabbah added that ONEE teams will “remain mobilized, particularly in remote areas.” Moroccan citizens and residents recently launched an online campaign criticizing companies managing electricity, including Redal. Customers claimed that their electricity bills during the lockdown were up to seven times higher than their usual bills. Some reported that their electricity bills, which usually hovered around MAD 200 ($21), shot up to MAD 1,500 ($156). ONEE announced in mid-March its decision to suspend the reading of electricity meters to protect employees from the COVID-19 pandemic. Due to the suspension of meter reading, electricity bills were based solely on estimates, leading to disparities. The company, however, said it resumed the reading of electricity meters on June 1. During his remarks at Parliament, Rabbah also reassured that hydrocarbons and gas sectors have not registered “the slightest imbalance thanks to coordination with the Minisites of Interior, Economy, and Industry.” The official also expressed his appreciation for the coordination with Walis, governors, and the private sector. However, the minister acknowledged that the hydrocarbon sector saw a 70% drop in sales at service stations. “Some were forced to stop their activity due to the absence of travelers during the confinement period,” he said. Morocco is still under a state of emergency until June 10, marking nearly three months of lockdown. The country, however, eased restrictions on more than 90% of Morocco’s provinces and re-launched domestic tourism and business activities to jumpstart the country’s economic revival as it reins in the COVID-19 crisis.

Ever since the outbreak of coronavirus, the term ‘immunity’ has suddenly assumed new importance. Building and improving immunity is a deliberate move that involves a series of actions, one of them being engaging in yoga. This International Yoga Day, when the theme selected by the United Nation is Yoga for Health – Yoga at Home, it is important to learn how yoga and immunity can function together. “Yoga is a holistic practice that strengthens our body physically as well as mentally. As a result, the body’s defence mechanism also improves. For yoga to be effective in boosting immunity, it has to be done regularly,” says Dolly Kumar, founder and director at Cosmic Nutracos Solutions Pvt Ltd. READ| International Yoga Day: Why naturopathy and yoga are relevant in the times of Covid-19 Here’s a look at some of the lifestyle changes that can help you get a strong immune system, while you practice yoga alongside. Healthy eating “To boost your immunity, you should eat a balanced diet full of essential nutrients and vitamins. Vitamins A, C, D, and E, are essential for boosting immunity,” says Kumar. Make sure you are consuming these five nutrients and vitamins to boost your immunity. There are many nutrients that cannot be otherwise consumed in sufficient quantities in our regular diet. Thus, it is imperative that one includes nutritional supplements so avail these nutrients. Getting sound sleep Our sleep cycle has gone for a toss ever since the lockdown. Try understanding your sleep cycle and make sure you get your sleep back in the routine. Sleeping is essential for improved immunity and in the long run, it helps in improving the memory, reducing stress, and helping with weight management. Hydration is key Experts recommend an intake of at least eight glasses of water per day. “Drinking enough water helps to eliminate bacteria and toxins in the body. While adequate water intake is sufficient to keep away the flu during the cold season,” Kumar remarks. Exercise regularly “Exercising helps boost immunity by limiting the release of stress hormones by the body. It also curtails the spread of bacteria and toxins through the rise of body temperature during exercise,” Kumar explains. Additionally, studies reveal that exercise helps keep lifestyle conditions such as heart disease at bay. Incorporate these yoga poses in your workout regime Build immunity with these 3 easy asanas Watch: 5 simple yoga asanas you can do with a partner or family member Try these 3 easy yoga poses for a flat stomach Can’t sleep? Here are a few yoga poses which help induce sleep

Most of the world knows Richard Noble as the gung-ho Englishman who drove his jet-powered land speed record car, Thrust 2, to a new record of 633mph on Nevada’s Black Rock Desert back in 1983, becoming the fastest man on earth for the next 14 years. Many also know he was one of the kingpins of Thrust 2’s successor, Thrust SSC, driven by Andy Green to a new supersonic record of 763mph in 1997. And that more recently Noble and his team pressed on with a third jet-rocket-powered project, Bloodhound, that has so far run promisingly on a purpose-built track in South Africa but struck what looks like terminal trouble with financial backing. What most won’t know, however, is that over an education-packed lifetime, Noble has instigated a grand total of 11 projects to set records or press British technology forward. As a result, he has a long history of discovering platoons of richly talented British technical experts – most of whom have been proud to help him – but also of running up against British financial backers who could have helped, and might have benefited from doing so, but were too cowed to gamble. Now Noble has written an extraordinary book entitled Take Risk! (published by Evro), ostensibly to recognise and celebrate the many people who have helped him through a unique career but also to encourage others – principally the British-based organisations and individuals who might assist promising projects but, inexplicably, sometimes seem happier to see them fail. “We’ve got to change the country,” declares Noble, no more than a minute into a conversation I thought was going to centre on his successes. “There can be no achievement without risk, and the people in a position to help have to realise it. To innovate, you’ve got to think laterally. Far too many of Britain’s structures – certainly the armed forces and even our so-called venture capitalists – are far too hierarchical to get things done.” Raised in the 1950s, when Britain had just won the war and was “ablaze with new technology”, intensely patriotic Noble is full of disappointment that we’ve become so timid and careful. “It’s something the Americans say about us, and it really annoys me, given our proud history,” he says. One prime example of British defeatism is a meeting that Noble recalls, before Thrust SSC got going, with the then president of the government’s Board of Trade. He (tactfully, I suspect) fails to recall her name: “I was trying to make it clear what all the people and companies who were our partners could bring to British technology and education if we were to break the sound barrier. She just said: ‘Do we have to?’ I said: ‘Well, no…’, and there wasn’t much to say after that.” Noble’s book is unusual for the fact that he has written every word of it himself. As a result, his partners and confidants are spoken of with an affection that no ghostwriter could have conveyed, and his press-on approach leaps off every page. So does the fruit of his remarkable memory: he remembers dates, names and detail unerringly. I wonder whether he keeps notes or a diary. “No,” he answers, politely putting aside the barminess of the question. “It’s all in my head. You don’t forget this stuff…” Most apparent is Noble’s resilience, his eerily quick recovery from the many disappointments that lead to success. “You get used to rejection,” he explains. “You almost know it’s coming, so you’re already thinking: ‘Okay, what’s the best way to keep things going?’” As well as full details of Noble’s 11 projects (which include five land speed record cars, three boat projects and two aircraft proposals), the book contains an ongoing insistence that schemes like this encourage young people to want to join in, just as he was encouraged in an era of British success. “We want to help them discover live projects,” he says. “Stuff on screens can be faked, modified and adjusted. We’ve repeatedly found that kids respond brilliantly to live projects that turn them on, show them what teamwork is like and help build character.” What’s next on the agenda? Noble’s instant answer, “loads of things”, has to be tempered by the caveat that most of them can’t yet be discussed. But one already under way (and detailed in the book) is a plan to recreate – initially as a large, jet-powered model – a radical speed record boat designed by Reid Railton for Noble’s personal hero, John Cobb, at the end of the 1940s. Two versions exist already, and the team will start testing in Devon when conditions allow. And Noble being Noble, that won’t be the end of it. Cheesy though it may sound, I end our half-hour by asking Noble if he has any idea why he has never been knighted, given that these accolades have been showered on po[CENSORED]r figures who seem less patriotic and public-spirited, and whose success has come at far less risk to themselves. His rejection of the very idea is impressively genuine. “Absolutely not a thing I’d want,” he booms. “The things I’ve been involved with are team activities. You succeed because you’re a member of something much bigger than yourself. I’m very happy with my OBE from years ago. “Besides, when you’re a knight, you’re automatically a member of the establishment. That’s a sure sign of failure.”

The globalization of the anti-racist movement inspired the same symbolic and polemical gestures in the United States, England, Belgium, France. Statues and monuments are shot down or tagged, signs of a memory that remains conflictual and of a non-consensual historical narrative. Anti-racism demonstrations have found an echo outside of the United States; in Europe and the West Indies, in particular, where the memory of slavery and colonization still resonates with today’s discrimination. Among the images that circulate, one means of action strikes people’s minds: The unbolting of statues that embody this past. In several countries, protests are rising against the representation in public spaces of former figures linked to slavery or colonization—in the United States with the Confederate monuments, in England with the statue of a slave merchant thrown into the water in Bristol, in Belgium with the removal of the bust of Leopold II, or in France with the toppling of Colbert and Victor Schoelcher statues. The US south is still very much marked with symbols of the Civil War (1861-1865), 155 years after the end of the conflict that claimed 600,000 lives—more than all American deaths in the First and Second World Wars. Across the southern states that had left the union to form their own country and maintain slavery, there are still many monuments and statues paying tribute to figures of that era: Generals, political leaders… Some schools even continue to bear their names. The Confederate flag also remains a symbol for some to express pride in their southern identity, with the pattern pasted on roadsides, as stickers on the back of cars, or even waving alongside the current state flags. By 2015, the Washington Post had counted seven states that continue to use this emblem on their official banners: Alabama, Arkansas, Florida, Georgia, Mississippi, North Carolina, and Tennessee. But these symbols are now arousing ever more indignation, especially since they have become rallying signs for the racist extreme right. Dylann Roof, the perpetrator of the attack on a black church in Charleston, South Carolina in 2015, had taken a photo in front of this flag shortly before murdering nine worshippers. In 2017, the “Unite the Right” demonstration in Charlottesville, Virginia intended to denounce the removal of the statue of Robert E. Lee, commander of the Confederate armies during the Civil War. This rally brought together white supremacists, members of the “alt-right” and even neo-Nazis. The weekend was marked by clashes and ended with the death of a counter-demonstrator killed by the battering ram car of a white supremacist. In 2020, the issue is still sensitive and returns to the forefront with the death of George Floyd. Several statues have been taken down, vandalized, or dismantled in Virginia and Alabama, but the gesture that caught the most attention was the removal of a General Lee statue in Richmond, Virginia, the former capital of the Confederate States. Democratic Virginia Governor Ralph Northam announced on June 4 the removal of the equestrian statue, welcoming the support of the general’s descendants, the Reverend Robert W. Lee, who sees the statue as “a symbol of oppression.” Speaker of the House of Representatives Nancy Pelosi, a Democrat, also called for the removal of Confederate statues from Capitol Hill. “The statues which fill the halls of Congress should reflect our highest ideals as Americans. Today, I am once again calling for the removal from the U.S. Capitol of the 11 statues representing Confederate soldiers and officials. These statues pay homage to hate, not heritage,” she wrote on Twitter. Most of these monuments were indeed erected at the end of the 19th century when these American states were implementing a policy of racial segregation. For the governor of Virginia, they also helped to spread a falsified reading of history, according to which the Confederates had fought above all for the right of the states in the face of aggression from the North, a vision that denies or diminishes the importance of slavery in the entry into the war. “In 2020, we can no longer honor a system that was based on the buying and selling of human beings,” explained Governor Northam. “The question today is how to build a memory of the South that is meaningful for its inhabitants, but also reconciliatory, around common symbols. Because the majority of black Americans live in the southern states, which were once slavery and segregationist,” explains historian Francois Durpaire, a specialist on the United States and professor at the University of Cergy and co-founder of the Bonheururs laboratory. According to the Southern Poverty Law Center, an association that fights discrimination, 114 Confederate monuments have been removed since 2015 but the racial and political divide remains. The removals take place mainly in places where there are large black po[CENSORED]tions with active associations and a majority of Democratic voters. Other countries are not spared by this inventory of figures from the past. In England, the video of the unbolting of the statue of Edward Colston made the rounds of social networks on June 7. This monument was erected in 1895 in Bristol in homage to the Member of Parliament and merchant who financed many of the city’s institutions—but it turned out that he owed his fortune to the slave trade. The maintenance of this statue had been the subject of debate for years and its toppling was ultimately decided by a crowd of demonstrators. In a statement, Prime Minister Boris Johnson acknowledged that George Floyd’s death had “aroused anger and an undeniable sense of injustice” but condemned those who “break the law, attack the police and vandalize public monuments.” While regretting the manner in which the statue was demolished, Labour opposition leader Keir Starmer said it “should have been removed years ago …. You can’t have a statue of a slave trader in Britain in the 21st century.” According to the mayor of Bristol, it should end up in a museum. But other statues are in the sights of activists, such as Cecil Rhodes on the Oxford campus. The businessman, born in 1853, was the prime minister of the Cape Colony in South Africa, convinced of the superiority of the Anglo-Saxons, one of the great architects of British imperialism and colonialism. Much more sensitive, the statue of former British Prime Minister Winston Churchill was also targeted in front of the Parliament in London with the inscription “was a racist” added to the base. In Belgium, the equestrian statue of King Leopold II was removed from a square in Antwerp on June 9 after it had been defaced. It is now stored in the reserves of a local museum, the city council announced. Leopold II was the second King of the Belgians from 1865 to 1909, promoter of Belgium’s “civilizing mission” to the Congo, where he established a brutal regime based on forced labor. France’s figures of Jules Ferry or Colbert were not spared. The former gave his name to countless streets and schools and is immortalized with several statues for having established secular, free, and compulsory education for all. But Jules Ferry was also a convinced supporter of colonialism, especially in Indochina. As for Colbert, this minister of Louis XIV was the author of the “code noir” which legislated slavery in the French colonies. On June 6, demonstrators, belonging in particular to the Black African Defence League, called for his statue in front of the National Assembly to be unblocked. In any case, the historical inventory of public places related to racism is not finished. In 2019, the city of Bordeaux — which prospered like Nantes and other cities thanks to the slave trade — decided to put up plaques mentioning the slave-owning past of people who gave their names to streets. On June 8, the association Memoire et Partages also wrote an open letter to the President of the Republic calling for further changes in Biarritz, La Rochelle, Le Havre, and Marseille. However, in overseas French territories, Martinique has indeed long done a job of remembrance, in particular thanks to Aime Cesaire, deputy of the island from 1945 to 1993 and mayor of Fort-de-France from 1945 to 2001. He was a staunch anti-colonialist and he reflected that position in the Martinican public agenda. A militant group decapitated the statue of Josephine de Beauharnais in the 1970s. She was the wife of Napoleon, who re-established slavery after his first abolition during the Revolution. She was Martiniquean and belonged to the clan of slave settlers. But Cesaire had the great intelligence to leave the headless statue and cover it with red paint, symbolizing the blood of slaves, to offer it as a narrative of the history of Martinique. The events we have seen in recent days are not new. Both ancient and recent history has often witnessed acts of vandalism and even destruction of memorial objects, generally for reasons of denial of their legitimacy by a section of the po[CENSORED]tion. This is even more evident when these objects of a symbolic nature are placed in public view. Faced with certain sensitive subjects such as slavery, the political authorities sometimes take the lead in rewriting history. As such, the city of Bordeaux has been encouraged to look into its slave past by installing explanatory plaques in certain streets bearing the names of slavers as well as a sculpture in the gardens of the city hall in order to pursue a work of remembrance. In this way, historical facts, without intrinsically changing, are made and re-made according to the times, the issues at stake, and the evolution of consciousness. Since it is men who make history, sometimes under conditions that they themselves have chosen, we should read the sequence of real historical events against the yardstick of a reasonable ideal.

Welcome.

Bored of the same, regular fare at home? Why not make something interesting today? It is a good idea to seek some cooking inspiration from the celebrity chefs out there. One of the surefire recipes that you would enjoy cooking is Egg Chicken Keema, by chef Vineet Bhatia. As a South Asian curry, keema is a flavourful combination of onion, garlic, ginger, spices and makes for a comforting dish that can be easily prepared at home when you are not in the mood to experiment much. The robust, peppery keema made by chef Bhatia looked absolutely devourable. Take a look! Here’s what he mentioned, “One of our family favourites at the Bhatia household. Cooked chicken mince (you can use lamb, paneer, soya granules or even vegetable mince) layered with feta, grated cheese and topped with a raw egg.” Here’s how to make it. Ingredients 120g – Cooked chicken mince (with onions, tomatoes and spices) 20g – Crumbled feta 20g – Grated extra mature cheddar (can use mozzarella) 1 no – Egg Method *Place 3/4 of the cooked chicken mince in the oven-proof bowl, spread the cheeses on the mince but not in the centre. *Make a well in the centre of the mince and crack open an egg and place in the well and season. *Cover the cheese with the remaining chicken mince and place the oven-proof bowl in a preheated heated oven at 200 degree celsius for eight minutes. *Lastly, place the bowl under a hot grill for a minute for the top of the egg to cook. *Best enjoyed with a masala roti or any flat bread. *Do make sure you try it. All set to try?

Rabat – The Moroccan Ministry of Health confirmed 226 new COVID-19 cases in the last 24 hours, bringing the total number of cases registered in the country to 9,839 as of 6 p.m. on June 20. The ministry did not confirm any additional deaths in the last 24 hours, with the death toll standing at 213. The mortality rate lowered to 2.16%. Morocco also recorded 106 new COVID-19 recoveries in 24 hours, bringing the country’s total to 8,223. The recovery rate decreased slightly to 84%. Approximately 512,327 suspected COVID-19 cases tested negative since the outbreak of the virus in Morocco, while the number of active cases of COVID-19 stands at 1,403. The Casablanca-Settat and Marrakech-Safi regions have recorded the highest COVID-19 case counts, with 30.47% and 17.20% of the country’s total cases, respectively, followed by Rabat-Sale-Kenitra (15.54%), Tangier-Tetouan-Al Hoceima (14.85%), Fez-Meknes (11.06%), and Draa-Tafilalet (5.96%). The Oriental region (2.03%), Beni Mellal-Khenifra (1.32%), Souss-Massa (0.91%), Guelmim-Oued Noun (0.54%), Laayoune-Sakia El Hamra (0.07%), and Dakhla-Oued Ed Dahab (0.05%) continue to show no or few new cases. Moroccan health authorities aim to conduct nearly 1.8 million COVID-19 tests by the end of July or the start of August. The ministry has reiterated its calls urging Moroccans to comply with the gradual ease of the lockdown. Morocco has been under a lockdown since March 20 as part of the state of emergency measures to combat COVID-19, though some lockdown measures recently eased. Morocco extended its state of emergency for the third time on June 9. The state of emergency is now set to continue until July 10.

BMW and Mercedes-Benz have halted their partnership to develop autonomous car technology, having announced their plans to collaborate in February 2019. The German car makers said that, following an extensive review, they “have arrived at a mutual and amicable agreement to concentrate on their existing development paths – which may also include working with current or new partners”. The joint statement added that the partnership could be resumed at a later date and that the firms’ approach to “safety and customer benefits in the field of automated driving remains highly compatible”. The announcement doesn't affect the co-operation between BMW and Mercedes parent company Daimler in other fields. They joined forces with Audi in 2015 to acquire location and technology platform Here. Then in early 2019 they pooled their mobility services in a €1 billion (£907 million) joint venture, which includes car-sharing, electric vehicle charging and ride-hailing. Explaining the decision, the statement said: “BMW Group and Mercedes-Benz AG were unable to hold detailed expert discussions and talk to suppliers about technology roadmaps until the contract was signed last year. “In these talks – and after extensive review – both sides concluded that, in view of the expense involved in creating a shared technology platform, as well as current business and economic conditions, the timing is not right for successful implementation of the co-operation.” While no more details were given, the move shows the increasing importance of non-automotive partners to achieve technology-led goals. It also demonstrates the huge impact of the recent pandemic and the subsequent need for manufacturers to prioritise certain areas of their respective businesses to ensure profitability. BMW development boss Klaus Fröhlich said: “We have systematically further developed our technology and scalable platform with partners like Intel, Mobileye, FCA and Ansys. Our current technology generation offers very strong, sustainable potential: with extremely powerful sensors and computing power, our robust modular system puts us in an excellent position to offer our customers what they need for many years.” Mercedes research and development boss Markus Schäfer commented: “Our expertise complements that of the BMW Group very well, as our successful collaborations have proved. Next to decarbonisation, digitalization is a major strategic pillar for Mercedes-Benz. To prepare for the future challenges of a rapidly changing environment, we are currently also sounding out other possibilities with partners outside the automotive sector.” READ MORE BMW and Daimler to partner up for autonomous car development

Taking care of the hair seems like a demanding task, especially for those with longer locks. And in lockdown, many people have entirely given up on taking care of themselves and staying groomed all the time. It could be because they are not stepping out or meeting anyone, and so they think it is all right to ignore their well-being. But, it you are genuinely interested in keeping your hair healthy, you must take care of it on a regular basis. If you do not wash and care for your tresses, there will come a day when the hair situation will get out of control. Even in the absence of salons, there are many things you can do for the hair. Most of it involves you walking to the kitchen and mixing simple ingredients to make the perfect hair mask. Here are some simple DIYs using onions. Read on. ALSO READ | Elli AvrRam applied beetroot pack on her face and body; know about its benefits Onion juice and fenugreek seeds It is believed that onion juice is great for the hair as it nourishes the roots and adds volume. If you are experiencing severe hair fall, it is advisable that you give onion juice a try. Now, onion juice when mixed with fenugreek seeds can take care of your dandruff problems and also keep the scalp clean. To make this hair mask, you will need three tablespoons of fenugreek seeds and one cup of onion juice. First you must soak the seeds overnight. In the morning, grind them and then add them to the onion oil. Apply this mask on your hair and let it stay for at least 30 minutes before you wash it off with a mild shampoo. Do this once every week, and remember to do it diligently. Both these, when mixed together, will make for a great concoction. Depending on the length of your hair, take a cup each of both these juices and then apply them on the scalp and massage, like you normally would with your regular oil. It is believed that both potatoes and onions can restore hair growth by making the roots stronger. Also, this particular hair mask will be anti-microbial in nature, meaning it will keep away infections and scalp itchiness. ALSO READ | Did you know these flowers are great for the skin? When you are done with the application, keep the mask on for at least 40 minutes, before you wash it off with your regular mild shampoo. If you are not a fan of pungent smells, cover your nose if you wish to, because onion juice has a strong smell. Also, it can be easily prepared by putting a bulb in the blender, and then sieving the liquid. When you wash your hair, remember you generate a good amount of lather so that the residue smell is also taken care of. You can even add some lemon juice for extra shine. So, will you be trying these hair masks?

Rabat – A joint press release from the Ministries of Interior and Health announced the government’s decision to move up some provinces to Zone 1. Areas under this classification are enjoying a gradual ease of the COVID-19-induced lockdown measures. Starting June 24 at midnight, a group of cities including Rabat and Casablanca, which are in two of the country’s hardest hit regions, will join other Zone 1 provinces and prefectures and be able to enjoy more lockdown easing. The decision, however, excludes the provinces and prefectures of Tangier, Asilah, Marrakech, Larache, and Kenitra, where COVID-19 hotspots emerged. The government has decided to announce any further gradual ease of COVID-19 lockdown measures on a weekly basis, depending on the epidemiological situation of each region. On June 9, the government announced an extension of Morocco’s state of emergency until July 10. The decision, however, came with the ease of some lockdown measures on those provinces and prefectures classified in Zone 1. Citizens from Zone 1 can go out on the streets without exceptional movement permits. They are also allowed to enjoy access to public spaces, such as gardens. In Zone 1, businesses with suspended activities, such as beauty salons, have been allowed to reopen their doors with a capacity of 50%. Zone 1 residents can also enjoy individual outdoor sports activities such as walking and cycling. The country, however, will maintain its ban on large gatherings, including weddings and celebrations, in both zones. Hammams and mosques will also remain closed. Citizens in both zones will have to abide by sanitary measures, including the wearing of face masks in public, social distancing, and other preventive measures to contain the spread of COVID-19. Following is the list of the two zones announced on June 9, amended to include the newly-classified Zone 1 areas as announced today. The Zone 1 list does not necessarily include all new provinces added today, and some classifications are subject to change, pending further government clarifications. Zone 1: Al Hoceima, Beni Mellal-Khenifra region, Boulemane, Chichaoua, Chefchaouen, Dakhla-Oued Eddahab region, Essaouira, El Haouz, Draa-Tafilalet region, Fahs-Anjra, Guelmim-Oued Noun region, Khemisset, Kelaat Sraghna, Ifrane, Laayoune-Sakia El Hamra region, Moulay Yakoub, Oriental, M’diq-Fnideq, Meknes, Ouezzane, Rhamna, Sidi Bennour, Sefrou, Settat, Safi, Sidi Kacem, Taounate, Souss-Massa region, Youssoufia, Tetouan, Taza, Sidi Slimane; NEWLY ADDED: Casablanca, El Hajeb, Fez, Berrechid, El Jadida, Ben Slimane, Mediouna, Nouaceur, Mohammedia, Rabat, Skhirat-Temara Zone 2: Larache, Marrakech, Kenitra, Tangier, Assilah

We may have entered the fifth decade of the mid-engined V8 Ferrari, but the buildup to the 488 GTB’s launch was dominated by one key technical change: a twin-turbo 3.9-litre V8, which makes for sizeable gains in peak power and torque relative to the V8 of its predecessor, the 458 Italia, which had a naturally aspirated V8 like every model in this model line stretching back to the 1975 308 GTB. The 488 GTB continues with an aluminium tub made of various alloys and deployed in various thicknesses. It’s a decision that costs the car little on claimed dry weight versus its all- or part-carbonfibre peers. The 458 Italia’s dry weight was 1380kg and the 488 GTB’s is 1370kg if you go for weight-saving options. A McLaren 650S betters it by only 40kg. Which brings us to the main event: Ferrari’s ‘F154 CB’ 3.9-litre V8, with its 90deg bank angle, flat-plane crankshaft, oversquare cylinder design and two IHI twin-scroll turbochargers, one for each cylinder bank. The engine produces 661bhp from 6200rpm to 8000rpm, with up to 561lb ft at as little as 3000rpm (depending on which gear is selected in the Getrag seven-speed dual clutch automatic gearbox). Two things impress about the 488’s performance: its ferocity and the nature of its delivery. To get a turbocharged engine to go fast is one thing, and Ferrari has: the 488 dashes off the 0-60mph sprint in 3.0sec dead and reaches 150mph in only 13.3sec. A 650S is always at least a couple of tenths adrift. But Ferrari’s greater achievement is to make the 488 GTB the finest turbocharged engine in production. Several manufacturers have moved from natural aspiration to turbocharging recently, but among them, the 488’s engine is remarkable for how little lag there is and how convincingly speed builds towards the top end, as it rattles into the 8000rpm limiter, when it feels like it’s barely out of the mid-range. The 488’s handling feels serious without losing friendliness and it has a lack of intimidation that’s remarkable in a 661bhp supercar. Its limits are as approachable as a Toyota GT86’s. This Ferrari has an extraordinarily good chassis. Ferrari’s greatest achievement with the 488 GTB is not simply how fast it goes, nor how it has integrated turbos or given the car all the ability of the 458 Speciale that went before it. It’s how all of the above have been melded into today’s greatest supercar. Ferrari has done it again. An engine that gets better with age “What do you think of the engine?” a colleague asked me, on the way back from driving the 488 for the first time. “Great… for a turbo,” I said. Ultimately, though, I think that was harsh on the 488’s powerplant. As we get, with the F8 Tributo, what might be the last iteration of a mid-engined Ferrari V8 (its replacement is rumoured to be a hybrid V6), it’s time to acknowledge just what a great engine this is. No, it doesn’t scream to the heavens like the naturally aspirated 458 Italia or Speciale’s engine did before it, and neither does it have their razor-sharp throttle response. But driving a 488 for its road test at MIRA or at our Britain’s Best Driver’s Car contest or even at its original launch was to marvel at what it could do. And, notably, how its response and near-instant torque set the chassis free to be exploited as easily as a Mk2 Ford Escort’s. No other turbocharged engine in a 488 rival – not the Porsche 911 GT2 RS, not the McLaren 650S or 720S – responds so quickly to the throttle. And none has a progressive power build, which Ferrari achieves by limiting torque at low revs. It’s not just great, for a turbo. It’s a great engine, full stop.

Drinking hot masala tea or regular coffee can be taxing during summers, but the desire to enjoy a brew stays with us. Thanks to so many food trends like Dalgona coffee or vegan coffee or ayurvedic tea decoctions, we have been introduced to multiple beverages during this lockdown period. While you can rely on vegan milk options for making flavoursome coffee drinks, adding simple spices as cinnamon or cardamom can also be used to flavour black coffee. The best part of this cold coffee brew recipe is that you can make it in a batch and store for a week, if not more. This is also a diabetes-friendly brew as you can use natural sweeteners to make it. Refreshing iced coffee sweetened with the flavours of brown sugar and cinnamon sounds divine, doesn’t it? Cinnamon dolce cold brew by Lavazza India Ingredients For the cinnamon dolce coffee syrup: 1/2 cup – Light brown sugar or 1/3 cup – maple syrup or honey 1/2 cup – water 1 – Cinnamon stick Few ice or coffee ice cubes Method * For the cinnamon dolce coffee syrup add all ingredients to a small saucepan and set over medium heat. * Cook, stirring occasionally until heated through and the sugar has dissolved about 5 minutes. * Remove from heat and let sit for 15 minutes. Remove the cinnamon stick. Keep refrigerated in an airtight container for a few hours until it’s cold. You can store the potion for up to a week. * Fill a tall glass with ice cubes. Add concentrated coffee powder or instant coffee, 2 tablespoons of cinnamon dolce syrup (add less or more depending on your preference), and a half and a half to the desired point of creaminess. * Drop in a straw and serve.

A US senator introduced a new bill on June 17 targeting countries that hire Cuban doctors through the island country’s “medical missions,” less than one month after Algeria publicized its involvement in the practice. The bill, titled “Cut Profits to the Cuban Regime Act,” requires the US State Department to publicize the list of countries that benefit from Cuba’s medical missions. An estimated 50,000 Cuban healthcare workers are contracted in 67 countries around the world. Deeming the medical missions a form of “modern-day human trafficking,” the bill calls upon the State Department to consider a country’s use of Cuban doctors as a factor in their annual “Trafficking in Persons Report” ranking. The Republican senators leading the effort — Rick Scott (Florida), Marco Rubio (Florida), and Ted Cruz (Texas) — argue that the Cuban government participates “in the human trafficking of doctors” and “any country that requests medical assistance from Cuba is aiding their human trafficking efforts.” “The international community must stand against the use of forced labor and the Cuban regime’s exploitation of this crisis,” said Senator Scott. The senators also believe the Cuban government has been trying to profit from the COVID-19 pandemic. Despite the island itself needing medicine, equipment, and doctors, Cuba has sent more than 1,400 doctors and nurses to over 20 countries to treat coronavirus patients. The island nation has categorically denied such accusations, insisting the missions are displays of cooperation and solidarity. While the country has earned praise for its medical missions, Cuban doctors have reported infringements of their civil and human rights. “This program is one of the Cuban regime’s largest source of revenue, yet they rarely, if ever, pay a living wage to the medical professionals they force to work in other countries, confiscating their passports and subjecting them to poor living conditions and surveillance,” the senators stated. Only countries that pay the Cuban health care workers directly, ensure the safety of their travel documents and wages, and make all agreements public and transparent will be exempt from a harsher human trafficking evaluation from the State Department. The host countries must also allow Cuban healthcare workers to bring their families with them and ensure Cuba is not receiving any additional compensation from the professionals’ work. Senator Cruz, who is of Cuban descent, said the bill “will send a strong warning that the United States will not turn a blind eye to the trafficking of Cuban doctors.” The “Cut Profits to the Cuban Regime Act” adds to Senator Scott’s efforts to urge the Trump Administration “to continue to take concrete steps to hold the Cuban regime accountable.” Cuban doctors in Algeria Algeria has received Cuban doctors since the 1960s and may be one of the countries affected by the bill. The Algerian government pays Cuba $70 million annually for the services of 890 Cuban doctors, or approximately $79,000 per doctor, Algeria’s official gazette reported on May 21. Quoting three Cuban doctors in Algeria, the Miami Herald reported that the Cuban government keeps most of their salaries. “We never knew how much Algeria paid for our work,” one doctor said. “It was secret.” The doctors reported they get paid $900 a month. Of this wage, $350 is deposited into a Cuban bank account, and they receive the rest in Algerian dinars. “Algeria pays with hard currency and for a specific time. Cuba uses all that money and then has no way to pay us,” a doctor told the Herald. “The explanation is that the country needs that money to invest in health and education, but every time I return [to the island], things are getting worse,” he said. “We live in crowded conditions, many of us sharing the same place. Conditions are bad, security worse,” he added. Another Cuban doctor involved in a medical mission said Cuban officials withheld his passport when he arrived in Algeria. “When you arrived in Algiers, they take it away from you, and they don’t return it to you until you go [back to Cuba] on vacation.” Independent Cuban outlet 14ymedio reported on May 26 that the Algerian government pays Cuba for medical services in ophthalmology ($34.74 million), maternal and child health ($30.25 million), oncology ($4.836 million), and urology ($1.976 million). The agreement dates back to January 30, 2018. The decree sti[CENSORED]tes that the North African country is responsible for the doctors’ accommodations and repatriations in the event of illness or death. Cuba, meanwhile, covers the cost of flights for the workers who go back to the island on vacation and ensures that it has a list of specialists available in case of vacancies. While countries like Bolivia and Ecuador have rescinded their medical service contracts with the Cuban government and a lawsuit continues over Cuban doctors’ underpaid wages in Brazil, Algeria has made public its agreement with the island nation. Human trafficking in Algeria The 2019 “Trafficking in Persons Report” ranked Algeria on the Tier 2 Watch List, which includes countries that are working to meet minimum anti-trafficking standards but witness an increase in the number of trafficking victims and fail to provide evidence of tangible efforts to combat severe forms of trafficking. Countries such as Afghanistan, Bangladesh, the Central African Republic, Congo, Iraq, and Nicaragua are also on the Tier 2 Watch List. While the Algerian government dedicated resources for its anti-trafficking committee and approved a 2019-2021 anti-trafficking action plan, Algeria did not systematically identify trafficking victims or report investigating, prosecuting, or convicting offenders. Undocumented sub-Saharan migrants, primarily from Mali, Niger, Burkina Faso, Cameroon, Guinea, Liberia, and Nigeria, are most vulnerable to labor and sex trafficking in Algeria. “While facing limited opportunities in Algeria, many migrants illegally work in construction and some engage in prostitution to earn money to pay for their onward journey to Europe, which puts them at high risk of exploitation,” the report stated. “Some migrants become indebted to smugglers, who subsequently exploit them in forced labor and sex trafficking upon arrival in Algeria. “In 2019, civil society organizations reported anecdotal reports that criminal networks exploit young adult women from sub-Saharan Africa, aged 18-19, in sex trafficking in Algeria. “Criminal begging rings are common and reportedly increasing in Algeria. Media sources suggest leaders of begging networks coerce or force sub-Saharan African migrant children to beg through the use of punishment. “Local leaders suggest migrant children may also be coerced into work by their parents as a result of extreme economic pressures,” it added. If Algeria actively pursues anti-trafficking reforms, the 2020 report may move the country’s ranking from the Tier 2 Watch List to Tier 2, which acknowledges its efforts to meet the minimum standards for the elimination of trafficking. Morocco is ranked as a Tier 2 country, along with Germany, Denmark, Hong Kong, Iceland, Ireland, Jordan, Oman, and Qatar. The “Cut Profits to the Cuban Regime Act” would unravel these efforts if Algeria continues to benefit from Cuban medical missions and permit the alleged exploitation of foreign doctors within its borders. However, Algeria’s recent publication of its agreement with Cuba may indicate it is working towards improving its compensation, safety, and transparency conditions.

Mercedes-AMG has updated its hot E63 estate and saloon with a raft of changes designed to offer enhanced comfort for drivers without compromising performance. The newest version of the E-Class range-topper gains design revisions in line with the recent facelift rolled out across other models in the line-up. Its aggressive new styling features are intended to forge a stronger link with Mercedes-AMG’s sports car range. The revamped styling also includes a larger grille and aerodynamic tweaks to optimise both grip and airflow to the engine. The E63 retains the previous version’s 4.0-litre V8 biturbo engine, which produces 562bhp and 553lb ft in the standard model and 603bhp and 627lb ft in the top-line S version. Power continues to be sent to all four wheels through a nine-speed automatic gearbox. Although the output is unchanged, Mercedes-AMG says considerable tuning has been carried out to widen the E63’s performance window. Work has also been done to refine the dampers and chassis, while the dynamic engine mounts on the E63 S have been tweaked so they adapt more quickly to driving conditions. Further development has been carried out on the AMG Dynamic Select software, which adjusts systems such as the drive programmes, all-wheel drive systems and ESP stability control. The AMG Dynamics Plus package, which includes a Race drive mode and Drift function, is standard on the E63 S and is offered as an option for the base model for the first time. In saloon form, the E63 has a 0-62mph time of 3.5sec, with the S version achieving that in 3.4sec. The estate versions are 0.1sec slower. Fuel consumption ranges from 23.7mpg to 24.3mpg, with CO2 emissions spanning 265g/km to 273g/km. “The feedback from buyers was that they wanted more long-distance drive comfort, so we aimed to increase the spread of driving performance, while ensuring it was still suitable for race track and daily use,” said Philipp Uttikal, Mercedes-AMG E-Class project manager. “People who choose the E63 are still E-Class customers, and they want the best of both worlds in terms of sportiness and refinement. They want the benefits of having lots of performance, but they still want a car that delivers comfort.” In an effort to differentiate it more from the wider E-Class range, including the recently refreshed Mercedes-AMG E53, the new E63 features an AMG-specific radiator grille with 12 vertical louvres and an enlarged Mercedes star logo. The front bodywork of the machine has been honed for aerodynamic balance, with AMG engineers and aerodynamicists focused on reducing wind resistance and increasing high-speed stability. The apron is a new design that, Mercedes-AMG claims, significantly reduces lift at the front axle. There are also flatter LED headlights and bigger ‘powerdomes’ sculpted into the bonnet. The wheel arches have been enlarged by 22mm to accommodate a wider track on the front axle. At the rear, there are flatter brake lights and a reshaped apron, which has also been aerodynamically optimised. That feature is finished in high-gloss black with a silver trim strip – although the latter element is available in gloss black or carbonfibre as part of various exterior packages. There is also a new diffuser. The standard E63 has new 19in alloy wheel options, while the UK's S version will gain new 20in aerodynamically optimised five-spoke alloy designs. There are new paint colour options previously offered on the Mercedes-AMG GT range only and available in the E-Class line-up exclusively on the E63. An optional AMG Night Package adds extra styling tweaks, including a gloss black finish for the mirrors, window frame and exhaust pipes. Inside, the E63 feature similar tweaks to the rest of the facelifted E-Class range, including the latest version of the MBUX infotainment system and digital instrument display, both of which offer bespoke AMG display options. There is also a new twin-spoke AMG Performance steering wheel with haptic feedback controls and offered with Dinamica microfibre or leather, or combination finish. The wheel includes a ‘hands on’ sensor that will trigger warnings and, eventually, activate emergency brake assist if it detects the driver does not have their hands on the wheel for an extended period. Mated to the new wheel are larger aluminium paddle shifters that can operate the nine-speed transmission. Nappa leather covers the sports seats and the dashboard trim features bespoke AMG elements. The Mercedes-AMG E63 S is due to go on sale in the UK in July, with prices expected to remain similar to the outgoing model's, starting from around £98,000.

Workers are preparing the Eiffel Tower for reopening next week, after the coronavirus pandemic led to the iconic Paris landmark’s longest closure since World War II. France’s tourism industry is opening back up, but the 324-meter (1,063-feet) tall wrought-iron tower won’t immediately welcome visitors the way it did before the country went into lockdown in March. Only limited numbers of people will be allowed in when the Eiffel Tower opens again on June 25. Elevators to the top will be out of service, at least at first, and only the first and second floors will be accessible to the public. At first, only visits by the stairs will be available, Victoria Klahr, the spokeswoman for the tower’s management, said Tuesday. Everyone over 11 years old will be required to wear face masks, and crowd control measures will be in place. We are optimistic that visitor numbers will pick up, even if it will likely be local tourists who visit the monument in the first weeks, Klahr said. The tower’s director told The Associated Press on Tuesday that he hopes access will be back to normal by August. A stringent cleaning operation is in place and will continue daily from next week. “There is a new protocol,” said Eiffel Tower hygiene consultant Alain Miralles. “The day cleaning teams will be able to clean all the points of contact every two hours, from the opening of the site to its closing. Tourists planning trips to the City of Light are advised to book tickets to visit the Eiffel Tower online once the ticket office reopens Thursday. Paris tourism officials have expressed muted optimism about the city’s reemergence as a travel destination. Since confinement measures were imposed in March, tourism levels have dropped by around 80% compared to the same month in previous years, they say. To visit Paris now is quite exceptional, as we of course don’t have many visitors and we don’t expect this summer to be at the same level as previous ones, Corinne Menegaux, the director of Paris’s businesses and tourism office, told The AP. Hotel owners are also keen to welcome visitors again, if realistic about the challenges ahead – and the competition among European countries to draw tourists back in the coronavirus era. Everyone is Europe is looking to draw the European clientele. The Italians want to bring in the French, the Germans want to attract the Danes,” said Serge Cachan, president of France’s Astotel Group. He pointed out the plexiglass protections in the reception area of one of his hotels and arrows to ensure social distancing. He welcomed the French president’s decision Sunday to let Paris restaurants reopen earlier than planned. Without restaurants, there is no conviviality, there is no tourism, there are no clients in hotels, he said in an interview. “The message I would like to on-pass to the city of Paris is: Hurry and open up all of the tourist attractions and activities

Rabat - El Banco Mundial destacó a Marruecos por el enfoque efectivo del país para frenar la propagación de COVID-19 y limitar el impacto mortal del virus. "Hoy, más de tres meses después del comienzo de la crisis, Marruecos tiene una de las tasas de mortalidad más bajas (el número de muertes en comparación con el número total de infecciones) en el mundo (menos del 2.6%), mientras que el 90% de los casos están curados ", dijo la institución financiera internacional líder en un artículo en línea publicado el 16 de junio. The World Bank praised the country’s commitment to ensuring public health and safety by noting Morocco’s swift and strict measures to respond to the global pandemic. Most of the government’s overarching restrictions including stay-at-home orders, enforcing an early evening curfew, sanitation efforts, and sufficient medical response have been ongoing for more than three months. The financial institution also mentioned Morocco’s lengthy lockdown and the Ministry of Health’s plans to slowly ease its measures. “Thanks to the gradual easing of containment measures in the country, Morocco is now experiencing a resumption of social interactions and economic activities.” While Morocco remains under a state of emergency until July 10, the government has categorized zones within the country to begin slowly lifting restrictive measures. El Othmani, head of the Moroccan government, insisted that Moroccans remain cautious and continue to take protective measures to prevent ruining the country’s “positive results with impatience.” The World Bank echoed El Othmani’s warning saying, “The virus continues to weigh significant threat, which requires the full attention of the public authorities in order to prevent the occurrence of a second epidemic wave.” In order to support Morocco’s efforts and ensure sufficient resources to manage the following phases, necessary to cope with the economic aftermath and continuous threats from the virus, the World Bank has allocated new funds under the Primary Health Program in Morocco. The funds will support laboratory equipment and systems to better detect cases of the novel coronavirus and facilitate contact tracing. They will also ensure that healthcare workers remain well-equipped to manage the crises if new cases arise. “This support intended to support the response of the Moroccan authorities aims to limit the spread of the virus, and consequently the social and economic difficulties due to the pandemic,” said Jesko Hentschel, Director of Operations for the World Bank Maghreb division. “The program will help improve the capacity to detect and treat COVID-19 cases, which will help mitigate the negative impact of the pandemic on the economy,” he added. Además de señalar los pasos críticos tomados por el gobierno marroquí para mitigar los efectos perjudiciales del virus, el Banco Mundial también elogió la capacidad del país para "demostrar agilidad y anticipación", demostrar resistencia y desarrollar protocolos y recursos para atender instalaciones médicas mientras proporcionando monitoreo en tiempo real de la epidemia con datos confiables.

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BMW’s M5 performance saloon has been updated to bring it into line with the recently facelifted 5 Series. The Mercedes-AMG E63 rival receives a number of revisions, including tweaked styling, new in-car technology and a retuned chassis. The exterior changes for the M5 are mostly focused on the front end, where a new double-bar grille design features alongside a reprofiled bumper with new air intakes. The headlights have also been redesigned, bringing new L-shaped LED tubes and incorporating BMW’s Dynamic Laser Matrix Beam for extra brightness on full beam. At the rear, there’s a new apron and diffuser design, alongside fresh 3D LED taillights and a new tailpipe shape. The updated M5 is covered in new black detailing, including on the grille and intake mesh, bootlid spoiler, mirror caps, tailpipes and rear apron. Five new paint finishes and a new 20in wheel design also feature. The changes to the cabin reflect those in the standard 5 Series and include a larger 12.3in infotainment display running the latest, seventh-generation iDrive system. Efforts have been made to improve ergonomics, with two new buttons on the centre console taken from the M8. One allows the driver to switch quickly from Road mode, wherein all the safety systems are operational, to Track mode, which disables all bar the collision warning and Evasion Assistant. It even stops the hazard lights from coming on under hard braking. The other button quickly takes you to individual configuration modes for the engine, chassis and standard eight-speed automatic ’box. Although there were suggestions that more power would be extracted from the M5’s 4.4-litre twin-turbocharged V8, there are the same two powertrain options as before. The standard M5 (which isn’t offered in the UK) produces 592bhp, while the M5 Competition gets 616bhp. Performance is identical, with the M5 Competition able to sprint from 0-62mph in 3.3sec and onto a top speed of 189mph when the optional M Driver’s Package is specified. The M5 Competition has received chassis revisions, however, in the form of new shock absorbers from the M8 Gran Coupé. These are claimed to improve comfort by reducing body movements over bumps and ruts. The M Compound brakes are unchanged, but new colour options for the calipers are now available. The updated M5 Competition is priced from £98,095 in the UK, which is actually £40 less than the quoted on-the-road price of today’s model. Deliveries are expected to start in the third quarter of 2020.