Rabat – Morocco’s Ministry of Health recorded 3,351 new COVID-19 cases in the past 24 hours. This brings the country’s total number of confirmed infections to 406,970. Morocco also reported another 3,924 COVID-19 recoveries in the last 24 hours. The total number of recovered COVID-19 carriers in Morocco is now 366,835. The national recovery rate is 90.1%. Meanwhile, the Ministry of Health counted 38 more COVID-19-related fatalities, bringing the death toll to 6,749. The mortality rate stands at 1.7%. The number of active COVID-19 cases in Morocco is 33,386 as of 6 p.m. on Wednesday, December 16. Morocco counts 1,087 patients with severe symptoms, including 106 of today’s newly-identified patients. Approximately 93 are under intubation, while 709 are under non-invasive ventilation. Health authorities in Morocco excluded 13,431 suspected COVID-19 cases in the last 24 hours. Approximately 3,830,719 suspected COVID-19 carriers have tested negative for the virus since the pandemic broke out in Morocco on March 2. COVID-19’s geographic distribution throughout Morocco Health authorities in the Casablanca-Settat region confirmed 1,523 new COVID-19 cases in the past 24 hours, in addition to 13 fatalities. Casablanca-Settat has recorded the highest number of COVID-19 infections and fatalities of any region in Morocco. The Rabat-Sale-Kenitra region confirmed 434 new cases. Rabat-Sale-Kenitra also recorded nine additional deaths. The region of Marrakech-Safi confirmed 341 new COVID-19 cases and four additional fatalities. The region of Tangier-Tetouan-Al Hoceima followed in today’s case numbers, reporting 337 new cases and two new deaths. The Oriental region recorded 195 new COVID-19 cases and three more fatalities. The region of Souss-Massa reported 193 new COVID-19 cases and four new fatalities. The Fez-Meknes region reported 73 additional COVID-19 cases and two additional deaths. The Draa-Tafilalet region recorded 71 new cases and one more death. The regions of Laayoune-Sakia-El Hamra (71 new cases), Guelmim-Oued Noun (57), Beni Mellal-Khenifra (48), and Dakhla-Oued Eddahab (8) did not confirm any additional deaths.

DH2 the winner @亗 GARVEN 亗

Video title : STRAIGHT For the Camera FAIL! 🤣 | Funny Fails | AFV 2020 Content creator ( Youtuber ) :America's Funniest Home Videos Official YT video :

Hello, as many staff members said, your activity is not stable. you was with me in dealers project. always absent and non active. same for other projects. i will vote for this request

my vote goes to DH2 , i liked the song

v2 , text & effect

Qomu is a complete System on Chip (SoC), yet it is the size of your thumbnail! Qomu, part of the Tomu family of USB devices, is a full SoC with an FPGA that can fit inside a USB port. FPGAs can be used to aid machine learning, emulate CPUs, and create custom circuitry. We are free to program the FPGA to do as we wish, then reset and reprogram it to perform another task. Qomu offers all this while still retaining a tiny footprint. Qomu provides a microcontroller (MCU) and an FPGA in a tiny package. But what can it be used for? "The QuickLogic EOS S3 SoC on Qomu integrates an Arm® Cortex-M4F MCU and an embedded FPGA (eFPGA), which means you can seamlessly blend firmware with gateware. Whether you need an accelerated machine learning classifier or glue logic for a new peripheral, the EOS S3 SoC puts you in control of making fine-grained design tradeoffs. Qomu is the perfect EOS S3 dev kit to get started — slot it into any USB Type-A port and take your project development with you everywhere you go." -- Qomu Crowd Supply. Qomu packs plenty of features and power inside the rather tiny package. As Qomu uses QuickLogic’s EOS S3 multicore MCU + eFPGA SoC, it can be used with a plethora of open source tools such as Zephyr, FreeRTOS, nMigen, SymbiFlow, and Renode.

In order to get your hands on Bitcoin and other cryptocurrencies, you'll need to go via a leading Bitcoin exchange. There are many around, but the very best Bitcoin exchanges make it easy to buy and sell Bitcoin and other cryptocurrencies using regular fiat money (i.e. dollars, pounds or euros). Bitcoin exchanges also allow people to store cryptocurrency, although if security is a priority, you'll want to store your virtual wealth in a leading Bitcoin wallet, over which you have more control. However, before plunging in head first, users should be aware of what to look for in in the best Bitcoin exchanges. A good place to start is the virtual coins supported by the exchange. With many cryptocurrencies in circulation beyond just Bitcoin, you'll want to decide which to invest in. Po[CENSORED]r alternatives include, Ethereum, Litecoin, XRP (Ripple) and more. Additionally, pay close attention to the fees levied. While all Bitcoin exchanges charge transaction fees (after all, they are businesses looking to make a profit), as the user it is obviously best to find one with the lowest costs in order to maximize your own profits. The best Bitcoin exchanges also offer robust security measures - including two-factor authentication, SMS or email alerts, encrypted emails etc. - and should be doing a good volume of trading. Now we know what to look for, here's our rundown of the best Bitcoin exchanges right now. This is a US-based exchange which was founded in 2012, and it supports over 32 countries. Coinbase exchanges Bitcoin and the alternative cryptocurrencies of Bitcoin Cash, Ethereum and Litecoin, and it’s the largest of the exchanges, claiming $150 billion (£112 billion) in currency exchanged. In 2014 Coinbase created GDAX, the Global Digital Asset Exchange which was developed for professionals with high volumes of trading. Since June 29th, GDAX is now Coinbase Pro with some improvements, and visiting GDAX site will redirect you to Coinbase Pro. The firm offers a mobile wallet, offline storage, and insurance protection for currency stored on its servers. Coinbase supports several fiat currencies: British Pounds, US Dollars, Euros, Canadian Dollars, Australian Dollars and Singapore Dollars. The Coinbase exchange has a 1% flat fee for each purchase, while cryptocurrency deposits and withdrawals are done without any fees. A streamlined user interface which is ideal for novice traders – and fast trades – makes Coinbase a po[CENSORED]r exchange with traders. Gemini Exchange is another US-based outfit founded by the Winklevoss twins – the pair who sued Mark Zuckerberg over social networking, and were awarded $65 million (£48 million), which they put to use as venture capitalists. This exchange is based in New York, and is available in 49 US states, as well as the Puerto Rico, Canada, UK, Singapore, South Korea and Hong Kong. Advertisement Gemini’s only supported fiat currency is US dollars, and it trades Bitcoin, Ethereum and Zcash. Gemini does not charge deposit or withdrawal fees, and has a 1% fee (depending on your 30 day trading volume - thee fee will go down as your trading volume increases) for trades, to both the buyer and the seller. Another advantage of Gemini is that it’s a New York state limited liability trust company, and is regulated by New York’s Department of Financial Services. Close proximity to the Wall Street financial markets allows the company to easily provide a bridge from more traditional investments to newer cryptocurrency markets, for both individual and institutional investors. Changelly is a cryptocurrency exchange with support for many more virtual currencies than most, including Monero, Dash, Bytecoin, and DigitalNote among others. If you are mining a less po[CENSORED]r currency, chances are that Changelly can exchange it for you. This exchange comes from the po[CENSORED]r mining platform MinerGate which provides a merged mining pool across Windows, Mac, Linux and Android operating systems. While Changelly focuses on exchanges between different cryptocurrencies, users can also purchase cryptocurrency with US Dollars or Euros. Note that this exchange has a shorter track record, as it only entered the market in 2016. Exchange fees are 0.5% on transactions. Here we show you how to mine Bitcoin

@The GodFather the winner

With things gradually easing into normalcy, people have started travelling again. And this development also implies that the famous celebrity airport looks are back. And actors too, are not hesitating to make a statement. For instance, Alia Bhatt and Ranbir Kapoor were recently spotted at the airport twice, and though Ranbir kept things basic, Alia really upped her fashion game. In the first look, the Kalank actor was seen in an all-pink outfit. The athleisure wear really suited her even though pink on pink can be a tricky combination to pull off. Alia elevated the basic look by accessorising it with a sling bag and sunglasses. Ranbir, on the other hand, was seen in an all-black look. Goes without saying that masks were a constant. The second look is the one we really dig. Alia went all out as she opted for a cropped top that had ‘Don’t Kill My Vibe’ written on it. She teamed this with a khaki and grey jacket and matching pants. She accessorised it with shades, a sling bag, and a matching mask. Ranbir was seen in a check shirt and blue jeans. He teamed it with a jacket and completed the look with a cap and a pair of black shades. Both of them donned masks. Airport looks might look a bit different now, but we are glad they are back. What do you think of her looks?

What is it? Ford has electrified a new Mustang; sort of. Note the use of the indefinite article there, folks, because we’ll come back to it. The new Mustang Mach-E is a high-rise, four-door crossoverish hatchback not unlike a Polestar 2, and it comes with a choice of either one motor or two; a bigger drive battery or a slightly smaller, lighter one; and with up to 379 miles of WLTP-certified range (which, not-so-coincidentally, is as much as any current Tesla will give you, and more than you’ll get from any electric Polestar, Jaguar, Mercedes or Audi). It’s an impressive debutant EV for plenty of reasons, but perhaps not quite as impressive as the strategic design and positioning behind it - which, if it works, could be a masterstroke. The designation of an electric car as a Mustang will be anathema to some, and it puts a weight of expectation on this car’s driving experience which those same critics will inevitably claim it can’t possibly get out from underneath of. But I don’t think it does too badly with it; that, or the physical weight it carries, actually. But the thing is, this is very much ‘a’ new Mustang; it’s not ‘the’ new Mustang (imagine the reaction if Dearborn had simply swapped a 5.0-litre V8 for a couple of electric motors). It’s not the killer of Ford's V8 pony car icon that so many might fear, but rather the perfect modern sidekick for it come along not as a threat (at least, not for now) but rather to extend the old-timer's life for as long as it might. Like plenty of other big car-makers, Ford’s current ‘big job’ is to cut the average carbon emissions of the new cars that it sells in order to avoid big fines. This is not news - and it’s partly why there’s been such an all-round rush to introduce electric cars this year, which is the first for which financial penalties are being imposed. Selling so many V8-powered Mustangs in Europe - and they’ve been doing rather more of them than they ever expected to, by the way - isn’t currently helping achieve that ‘big job’. An EV will help to achieve it, though; and the Blue Oval has been working on its first proper EV since 2014. It could have been something smaller and more affordable than the Mach-E, left to sit in a new and zanily decorated corner of the showroom and quietly do its own thing; and, but for some bright spark, I suspect it would have been. That’s precisely the way plenty of Ford’s European-based competitors have set about the problem. But a couple of years ago, a voice in the Ford design department said something along the lines of “hold on: why don’t we stick it right in the middle of the showroom instead? Why not design it like a Mustang, sell it like a Mustang, stick our chests out and be proud of it?” Why not indeed. Because a cheaper EV like a Nissan Leaf or VW ID 3 might have sold in greater numbers in Europe, but Ford needed a global EV to do the business in North America and elsewhere too. It needed a bigger and more usable car with a longer range; and because making it like that would also make it expensive, it also needed a global pseudo-premium brand to sell it under. An electric Lincoln would have meant nothing to people in Europe. An electric Mustang, on the other hand, makes a brilli What's it like? Some will say that the success of this car might be defined by whether it drives in a way that’s worthy of that Mustang badge on the not-quite-a-radiator-grille at the front (the only place you’ll see Ford badges on this car, by the way, is on the corners of the windows). Well, maybe. And you might say that it does; and, in a way, it doesn’t. Underneath the Mustang tribute styling and the monolithic infotainment setup, it’s also got one or two issues with premium-level perceived quality of the sort that have made bigger and more expensive Fords unconvincing so often over recent years. But, on balance, I’d still say it’s a good car; a pricey one, sure (the UK showroom range opens at just above £40,000) but not much moreso than bigger, more usable EVs tend to be. It gets the really important answers right, in terms of dynamics and usability, in order to appeal both to owners of existing electric cars coming to Ford for the first time, and to the Ford faithful as they adopt “the new religion”. For a start, the Mustang Mach-E is relatively light and well-packaged. It’s been built on underpinnings adapted from those of the Focus and Kuga that Ford now calls its ‘GE2’ platform, and has a mixed-metal-and-composite construction. An entry-level, one-motor, rear-driven version weighs less than 1900kg, and has almost as much usable battery capacity as Polestar 2. With the bigger battery and extra drive motor of our test car, that kerbweight grows a bit but remains low by bigger EV class standards at least. You get five usable seats and a couple of very useful boots in the car. Passenger space puts you in mind of the Jaguar iPace in the way it exceeds your expectations of a car with a plunging roofline, that doesn’t dominate a parking space like a taller SUV might. There’s just over 400 litres of carrying space under the window line in the back. There’s also another 81 litres under the bonnet, in a plastic storage box with a drain hole in its middle, in which you could store a dirty charging cable and one or two other items, and then clean it really easily. Yup, they thought of that, too. The car’s dashboard has a version of the ‘double-bubble’ design made so famous by Mustangs over the years, but the interior is otherwise wholly un-Mustang-like. The majority of the switchgear used in it is Ford parts-bin stuff; Focus column stalks and steering wheel buttons, for example. But don’t sigh just yet. The car’s standard on material quality really ought to be a bit better for the money: the leathers in it are shiny, some of the fixtures are just a little bit wobbly, and very few of the materials used appeal much to the senses. But will owners care about the lack of premium lustre, given they may be getting a bigger drive battery and better usable range here than they might in the car’s premium-brand rivals, and paying 25% less? They might not, you know. It’s far from a deal-breaker. There’s a smallish digital instrument screen ahead of the driver, but a whopping 16in, portrait-oriented infotainment setup on the centre stack. It comes with all grades of the car. It doesn’t quite hoover up every single opportunity for a physical button, knob or switch around the interior in the way the equivalent in a Tesla seems to, mercifully. It doesn’t have a built-in web browser; and there's no 'autopilot' here either, thank heaven. It is a fully networked system capable of wide-ranging ‘over the air’ updates for the car, though, as well as fully connected navigation and entertainment. So, is this car fun? Hmm. Well, the names for the various drive modes certainly are (Active, Whisper and Untamed, cringe). You can turn ‘one-pedal’ driving on and off, and while battery regeneration isn’t fully controllable, it certainly varies with those drive modes. The digital ‘propulsion sound’ the car plays through its audio speakers is switchable also, and varies in its volume with those driver modes. It does, at least, sound a bit like a gently rumbling V8, rather than the Starship Enterprise or someone having a seizure next to one of those Theramin musical instruments that you play by waving your arms around. Our test car was a mid-range version (the 480bhp ‘GT’ firecracker comes later), and it had usefully brisk performance up to motorway speed. It was quick though not quite Tesla-punchy; drivable and smooth, but once you’re used to the response and the torquey performance level, the powertrain offers little else to engage you: a familiar state of affairs, that. The chassis does go a bit further than electric cars often can to keep you interested in what you're doing, however; just a little. The car steers meatily, with scant feedback but consistent pace and the right kind of weight. Body control is good though corners, if a bit leaden and cumbersome over lumps and bumps where the car starts to feel a bit heavy and firm. You wouldn’t call it agile, but the Mach-E does handle precisely and it grips quite keenly, where so many electric cars feel short on mechanical grip if anything. Even in our four-wheel drive test car, there was just a suggestion of a rearward torque bias about the way it could be powered out of corners, which is an added bonus if you like a naturally balanced-feeling car. I don’t imagine that rear-driven Mach-Es will handle like proper Mustangs; the four-wheel drives ones certainly don’t. But there’s enough dynamic poise, bite and accuracy about this car that a keener driver might seek it out, in the way you might a Jaguar iPace over an Audi eTron, or a Mini Electric over a Peugeot e-208. As regards real-world range, for now I can only give you the kind of indication you get on a chilly December day, which is likely to be a bit tough on the car. Ford's 'standard range' Mach-E gets 68kWh of usable battery capacity and a claimed WLTP range of up to 273 miles; the 88kWh 'extended range' version takes that up to 379 miles of claimed range - although in both cases range is reduced if you want two motors and four driven wheels. Our twin-motor, extended range test car had an advertised WLTP range of 336 miles, and on our wintery test day it indicated a fully charged range of about 260 miles, in mixed, slightly stop-and-start running. On that basis, you could probably expect an average 220-miles from an entry-level car, and almost 300 real-world miles from the rear-driven 'extended range' model. A warmier ambient temperature might well nudge that latter figure over the 300-mile marker; and even if it didn't, it would probably still be enough to shade most of the Mach-E's rivals for running autonomy. The Mach-E comes with an 11kW onboard AC charger for at-home charging, and it can be recharged out-and-about at a DC rapid charger at up to 150kW, at which rate an 80 per cent charge can be restored from flat in less than an hour. That peak recharge rate only applies to the 'extended range' version, however; 'standard range' 68kWh cars can be rapid charged at 115kWh, but because they also have less battery capacity to fill, overall rapid charging time for them is broadly comparable with 88kWh cars. Should I buy one? Making that choice will mean accepting one or two fairly obvious compromises about the Mach-E; and, for some I suppose, reconciling yourself with the fact that Ford had the nerve to put a Mustang badge on it in the first place. And that may be impossible for the most diehard fans of the Mustang. For the majority of those already in the electric car market however, it shouldn't be hard at all; not for a genuinely usable, zero-emissions family car with smart looks, good running prospects and pleasing dynamic qualities, whose price may not seem so high when you compare it with what else the full-sized EV market currently offers.

A group of Moroccan students from the Mohammadia School of Engineers (EMI) in Rabat has invented a refrigerating system, called “FREEDGE,” that only needs water and sunlight to operate. The invention seeks to provide an alternative to fridges in rural areas where access to electricity is scarce. How does it work? FREEDGE is a refrigerating system that does not need electricity. It is based on the principle of evaporative cooling. The phenomenon occurs when thermal energy in the air converts liquid water into vapor, leading to cooler temperatures. To make use of this principle, FREEDGE includes an outer and inner chamber, separated by a wet tissue. The vapor from the wet tissue maintains a low temperature in the internal chamber of the system, preserving food products inside. To keep the tissue wet at all times, FREEDGE includes a water tank to replace the evaporated water. Thanks to this simple but effective system, FREEDGE can help preserve food products in areas without electricity, as long as there is access to water and sunlight. The sustainable fridge is made of meticulously selected materials that optimize its efficiency and accelerate the evaporative cooling process. Who is behind the invention? FREEDGE is the idea of a group of Moroccan students from the Enactus EMI club—a student community that seeks to promote social development through entrepreneurship. The team working on the project currently includes 11 members: A business manager, a growth manager, four growth associates, two operation managers, and three operation associates. All the team members are in their first or second year at EMI and come from various majors including computer engineering, mineral engineering, mechanical engineering, industrial engineering, and civil engineering. Why invent a fridge? The students decided to work on the FREEDGE project after reading about the lack of tools to preserve food products in Morocco and in Africa, especially in rural areas. “In fact, in Africa, approximately 45% of crops rot even before they can reach consumers, mainly due to the lack of fridges and high temperatures,” said Wissal Akki, one growth associate from FREEDGE. “Although having access to a refrigerating system is a given for a majority of people, our research has revealed some alarming numbers,” she told Morocco World News. According to the students’ research, approximately 600,000 Moroccans do not have access to electricity, and an even larger number do not have a fridge. Morocco’s High Commission for Planning (HCP) shared more alarming figures in a 2018 report, stating that 2.7% of citizens do not have access to electricity. The number roughly translates to 970,000 Moroccans. “We decided to work on the simple and efficient technique of evaporative cooling, and we added our engineering touch to make an easy-to-use product that can guarantee optimal refrigeration while respecting the environment,” Akki said. What is next? After optimizing their invention, the FREEDGE team is now fully focused on marketing and promoting the product. The students have sold 237 units to date. “We are actively looking for partners that would help us expand across Morocco at first, and then expand in neighboring countries in Africa,” Akki explained. To reach their goals, the students are contacting several local NGOs from remote villages and regions across Morocco. The NGOs would serve as intermediaries between the students and the villagers who will benefit from the fridges.

v1 , text & blur are so good

Hello @GRC21 Firstly, you need to join one of our projects (Journalist , Devil Harmony, Dealers , Gamblers , VGR ..), make a good activity there & you can come back with a new request

v1 , text & blur

i'ill say PRO , everyone deserve a chance