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How Tesla defined a new era for the global auto industry FRANKFURT/BEIJING/DETROIT – Tesla Inc.'s rapid rise to become the world's most valuable carmaker could mark the start of a new era for the global auto industry, defined by a Silicon Valley approach to software that is overtaking old-school manufacturing know-how. Tesla's ascent took many investors by surprise. But executives at Daimler AG, the parent company of Mercedes-Benz, had a close-up view starting in 2009 of how Tesla and its chief executive, Elon Musk, were taking a new approach to building vehicles that challenged the established system. Daimler, which bears the name of the man who invented the modern car 134 years ago, bought a nearly 10 percent Tesla stake in May 2009 in a deal which provided a $50 million lifeline for the struggling start-up. That investment gave Mercedes engineers an inside view of how Musk was willing to launch technology that wasn't perfect, and then repeatedly upgrade it, using smartphone style over-the-air updates, paying little regard to early profitability. Mercedes engineers helped Tesla develop its Model S luxury sedan in exchange for access to Tesla's partially hand-assembled battery packs, but in 2014 Daimler decided to sell its stake amid doubts Tesla's approach could be industrialized at scale. Tesla would go on to pioneer new approaches in manufacturing, designs in software and electronic architecture which enable it to introduce innovations faster than rivals, leaving analysts to draw comparisons with Apple. Three people directly involved with the Mercedes side of the collaboration said the brief partnership highlighted the collision of old and new engineering cultures: the German obsession with long-term safety and control, which rewarded evolution, and the Silicon Valley carmaker's experimental approach which embraced radical thinking and fast innovation. "Elon Musk has been walking on the edge of a razorblade in terms of the aggression with which he pushes some technologies," said a former Mercedes engineer who worked on the partnership. By contrast, Mercedes and other established automakers are still not comfortable with releasing a new technology, such as partially automated driving, without years of testing. Tesla did not respond to requests for comment. Investors currently favor the Tesla model in an industry undergoing fundamental and dizzying change, even though the U.S. carmaker will face an onslaught of competing electric vehicles from established automakers during the next few years. Today, Tesla is worth nearly $304.6 billion, more than six times Daimler's 41.5-billion-euro ($47.7 billion) market capitalization. That's even though Mercedes-Benz alone sold 935,089 cars in the first half of 2020, dwarfing the 179,050 delivered by Tesla in the same period. However, much can change; Tesla's share price has been highly volatile over the years and many industry executives and analysts question whether the company has the right formula for long-term success. It has yet to deliver a full year of profits and it has increased its debt load as Musk has pushed to expand with new factories in China and Germany. There is also regulatory risk; Musk has clashed with U.S. market watchdogs, who demanded he step down as Tesla's board chairman after an aborted leveraged buyout proposal in 2018. U.S. vehicle safety regulators are also looking into a series of crashes involving Tesla vehicles operating on Autopilot, a system that Musk has said will someday enable fully autonomous driving. Two cultures collide Daimler and Tesla began collaborating after Mercedes engineers, who were developing a second-generation electric Smart car, bought a Tesla Roadster. They were impressed by the way Tesla packaged batteries, so arranged a visit to Silicon Valley to meet Musk in January 2009 and ordered 1,000 battery packs. The collaboration expanded. At a joint press conference in the Mercedes-Benz museum in Stuttgart in May 2009, Tesla said the partnership would "accelerate bringing our Tesla Model S to production and ensure that it is a superlative vehicle". For its part, Mercedes wanted to use Tesla's batteries to power an electric version of its compact Mercedes-Benz B-Class. The Tesla Model S would hit the road in 2012. An electric B-Class arrived in showrooms two years later. Despite having batteries supplied by Tesla, the Mercedes had a shorter operating range after Daimler engineers configured the B-class more conservatively to address their concerns about long-term battery degradation and the risk of overheating, a second Daimler staffer who worked on the joint projects said. German engineers found that Tesla engineers had not done long-term stress tests on the firm's battery. "We had to devise our own program of stress tests," the second Daimler engineer said. Before starting production of a new car, Daimler engineers specify a blueprint laying out the properties of each component for suppliers. Significant changes cannot be made once the design is frozen. "This is also the way you can guarantee that we will be profitable during mass production. Tesla was not as concerned about this aspect," the second Daimler source said. Daimler's engineers suggested the underbody of the Model S needed reinforcing to prevent debris from the road puncturing a battery pack, the first Daimler engineer said. To quash doubts about safety and security, following a series of battery fires, Tesla raised the ride height of its vehicles, using an over-the-air update, and a few months later, in March 2014, said it would add a triple underbody shield to new Model S cars and offered to retrofit existing cars. Musk was able to make adjustments quickly thanks to Tesla's ability to burn through more cash during development. "At Mercedes you can make such adjustments every three years at best," the engineer said. The Model S, a four-door electric sedan, would go on to outsell the flagship Mercedes-Benz S-Class in the United States in May 2013, and outstrip S-Class deliveries globally by 2017. Musk: innovate or go Musk's relentless focus on innovation explains, in part, why he has disrupted the traditional auto world. In an interview at the 2020 Air Warfare Symposium, published on YouTube, he was asked about the importance of innovation among his employees. "We certainly need those that do advanced engineering to be innovative," Musk said. "The incentive structure is set up … such that innovation is rewarded. Making mistakes along the way does not come with a big penalty. But failure to try to innovate at all … comes with a big penalty. You will be fired." Established automakers are playing catch-up to Tesla, designing their own software operating systems and dedicated electric cars. Mercedes will release its EQS next year — a four-door limousine built on a dedicated electric vehicle platform, with an operating range of 700 kilometers. A new version of the Mercedes S-Class, which will have combustion and hybrid powertrains and semi-autonomous driver assistance systems, is due this year. From an investor perspective, traditional players face billions of dollars in restructuring costs as they transform product lines and factories to move away from internal combustion technology "No one is going to give an OEM (established automaker) a five-year window to say … you can totally retool your business, and I am going to buy in and fund this journey," said Mark Wakefield, co-leader of automotive and industrials practice at consulting firm AlixPartners. Start-ups, however, get time from investors to learn, make mistakes and grow, he added. Investors are betting on Tesla's ability to scale up manufacturing just as they once backed Toyota Motor Corp , which defined the auto industry's last era with its mastery of highly efficient, high-quality lean production. Toyota overtook the market capitalization of former industry leader General Motors in 1996, though it wasn't until 2008 that it sold more vehicles than its Detroit rival. The Japanese giant also cultivated ties with Tesla, with the U.S. startup helping it design an electrified RAV4 compact sports utility vehicle under a 2010 deal. Toyota was impressed by the speed with which Tesla came up with the new design, but ultimately decided Tesla's methods were not suitable for mass production by a mainstream manufacturer when Toyota's standards for product quality and durability were applied, two company insiders familiar with the partnership said. Toyota said the joint project involved cooperation on the development of electric cars, parts and production system. "Toyota accomplished what the project set out to achieve, and it ended in October 2014 after Tesla delivered roughly 2,500 electric powertrain systems over three years" for an electrified RAV4 crossover SUVs, a spokeswoman said. Both the Toyota and Daimler collaborations were agreed before the Volkswagen emissions-cheating scandal in 2015, which prompted a global regulatory backlash and forced carmakers to step up investments in electric cars. "That was all before dieselgate, which changed the economics of electric and combustion-engined cars," a senior Daimler manager said. "Tesla has a lead. Let's see if they can scale up."

Coronavirus: How it turned the tables on Ghana's diaspora In our series of letters from African writers, journalist and former Ghana government minister Elizabeth Ohene writes about how the prospect of living abroad has lost its attraction in the time of coronavirus. We used to say here in Ghana, half in jest, half in truth, that you can find a Ghanaian in every country in the world. I've heard of Ghanaians in Greenland, Iceland and Papua New Guinea. I admit, I haven't heard about a Ghanaian in the Faroe Islands, which is my idea of the most exotic and faraway place, but I wouldn't be surprised if one of us is there. From the middle of the 1970s through to the end of the 1990s, circumstances had conspired to turn us into a travelling people. Over the past 20 years we have continued to do it, not because the things that used to drive us away still exist, but simply because it has become a habit and our minds are tuned that way. The middle classes now try to send their pregnant wives to deliver babies in the United States. They beg, borrow and steal to send their children to universities in the US and UK and encourage the children to stay on after completing school. Then there are the adventurers among us who have always taken off to go and try their luck and seek fortunes wherever is said to be the current land of gold. 'Under the radar' Ghanaians No credible statistics exist on exactly how many Ghanaians there are in various countries around the world, never mind what they are doing there. Some of them, of course, are thriving where they are, and making Ghana proud. But there are many of them who, it is widely understood, are living "under the radar" and trying to "regularise" their paperwork and so do not advertise the fact they are Ghanaians. They might be trying to live unnoticed, but we know they are there. Through holding down two or three jobs, they send the odd $100 to help with a mother's food bills. It is a badge of honour to say you have a relation abroad and we bend over backwards to accommodate their wishes when it comes to making arrangements for funerals and attendant ceremonies. Those among them who can travel, that is those who have "regularised" their visa situations, usually plan and make the 10-day or two-week trip to Ghana to catch up with friends and family, typically over the Christmas period. When they are here, they behave as one does on holidays and splash money around; no-one hears about them having a hard life over there, and we see them as success stories. They are an inspiration for other young people to try and escape from Ghana and go abroad. Then coronavirus arrived. The places that young people had been willing to give an arm and a leg to go to were no longer attractive, as China, Europe and America were hit hard by the virus. The talk turned to bringing Ghanaians home from abroad. Suddenly Ghana became an attractive place. The Ghanaians abroad were anxious and they showed it. "Please don't let what is happening in Europe and America happen in our country" was the constant refrain. As the crisis has continued, the perception of Ghanaians abroad being the lucky ones has slowly been changing. It was not just the report back in May that 33 Ghanaians had died from Covid-19 in New York that shook everybody, it was the growing desperation from Ghanaians abroad who wanted to come back home. If we discovered during the lockdown that in Ghana's big cities it was difficult for many people to survive without the daily hustle, then we got to realise that it was impossible to survive at all abroad as a hustler in the time of coronavirus. People could no longer live "under the radar" and undocumented migrants who, up until then had been welcome for doing jobs for half the normal wages, became unwelcome and possible candidates for being blamed as the source of the disease. Landlords who used to rent rooms and apartments to people living in the shadows now wanted to make sure they had a valid visa. With businesses shutting down and everybody wanting to cut down on expenditure, many of our people discovered they had become surplus to requirements. Grass is not greener We have been looking on in dismay as the realities of the lives of many of those who are abroad have been exposed. It turns out that many of the young women who went abroad to be nannies and maids in Lebanon and other Arab countries lead intolerable lives that no-one would accept in Ghana. It turns out that in spite of the skyscrapers and 10-lane highways, the sleeping arrangements for many of our young people in China and some European countries are no different from our local slums. Coronavirus has made all of us look at things from a different perspective. People want to come home but the borders are closed.

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Difference between village life and city life From ages, it is seen that the lifestyle between a village (countryside) and a city varies. There is a huge difference in the way of living between the people living in the cities and the villages. Each of them has its own advantages and disadvantages. Cities are the main hubs of everything starting from the fast-food chains to tall buildings. Cities represent the epitome of cultural integration along with globalization. City life also offers wide options for facilities and opportunities. The village is somewhere we find our inner peace. Arrays of trees, ponds, and puddles, the patch of green lands marks the boundaries of any village. Only in villages, we can see dew on the grass, rituals and celebrations with full excitement. Village life is the representation of a rural lifestyle whereas city life represents an urban lifestyle. Traditionally India was mainly a land of villages. The city is overpo[CENSORED]ted compared to the villages where small numbers of people live. The air and water of the village are less polluted and have a cleaner environment, less noise, and fresh air compared to the cities. People in the villages are less busy than those in the big cities. Cities consist of innumerable numbers of buildings and vehicles and offer better medical care and education than the villages. Also Read: Benefits and advantages of Living in Cities, Advantages of Living in Countryside Definition of a Village- The word “Village” is derived from a French word that refers to a group of buildings. That is what exactly defines a village that a small community of people in a rural area. Sometimes the houses of the villages are incorporated into the towns as the municipality. Village which represents rural areas are also known as countryside in many countries. In a village, the environment is very calm and composed. Every person of the village tends to know everybody very well. Villagers are always warm-hearted and are always ready to help in any situation. But villages have fewer facilities when compared to the cities. The villagers have difficulty in education, transportation and even in the treatments. Some villages do not have a fully modernized and equipped hospital or medical facilities, while in other the people of the villages have to cover hundreds of kilometers to reach the hospitals. Schools are also underdeveloped and do not have highly qualified teachers. Parents have to send their children to the cities for higher education. Employment is also a questionable situation in villages, as there is only an option of farming for the people. Definition of a City- The word “City” is also derived from a French word that means Citizenry. A city is a large important town. In the USA, cities are incorporated into municipalities with local governments. In Great Britain, A borough for the seat of the Bishop is called a city. City life or urban life is full of advantages and facilities. Cities are endowed with higher education due to an ample number of schools and colleges present over there. Apart from the schools and colleges, the city has cinema theaters, banks, stadiums for different types of sports, hotels, shopping malls, hotels, and clubs. A city is characterized by several pollutions like air, noise, and water. These pollutants are caused by a large number of industries, factories and mills present over there. The Main Differences between City and Village Life The following are some of the basic differences that can be observed in the life of the city and the village. They are: Language of Communication Villages use their local language for communication. The village schools generally follow the vernacular medium for instruction. English is mostly alien language there. Villagers who migrate from the rural community to the city for the first time are at a loss of words due to poor knowledge in the common language of communication. Cities are the hybrid of languages, people and cultures. Thus to survive in a city, you have to know the common language to communicate with the people. Hindi and English are widely used in most of the cities in India. Food Food or the style of cooking is one of the most important aspects of any social system. Due to a busy life in the city, food is in sync with the lifestyle of the dwellers in the city. They do not spend much time on it and mostly it is a quick and simple affair. That is why there are innumerable food joints and takeaways in the city. City dining during the working days is just grabbing a bite. On the other hand, villagers believe in homemade food by using homemade raw materials like cow dung balls, hays, and wood. In the village only you can find pure clarified butter, milk, and traditional dishes. Means of Transportation In villages, horse carts, bullock carts, bicycles or walking are the main means of transportation. Long-distance travel is covered by the buses issued by the state government. The road conditions in the villages are also very poor. One of the main features of the city is the transportation facilities. Most of the city dwellers have their private transport like bike or car. There is plenty of public transportation like metro railways, cab services, buses, and even auto. Recently due to financial and environmental concerns all across the globe carpooling has also become one of the most renowned options for transportation in the city. Social Life The social lives of most people in the city are restricted to the virtual world of social networking sites. People hardly have any time for themselves in the city. Parties, occasions and holidays are the only events where people get to meet their loved ones and relatives. Every day in the village, people come in contact and hence talk to each other directly. No one can remain strangers in the villages due to constant communication and interaction with a small number of po[CENSORED]tion. Ambiance Villages serve as a hub of inspiration for simple living in the lap of nature. The ambiance of the village gives a soothing effect to your busy daily life. It also offers peace to senses and picturesque views, that too far away from all the dirt and dust. The air is completely free from any harmful emissions and pollution. On the other hand, cities are polluted, noisy and crowded. People hustle over the speed of the internet and other small things rather than enjoying their life. Infrastructures The striking difference that we can observe between a village and the city is the infrastructure and the buildings. The cities are full of skyscrapers that are made up of glass panels. Offices, as well as rooms for living, are getting smaller day by day. The homes in the villages have large areas with open spaces. The houses in the villages are most one or two storey and are traditional in appearance. People People from the villages are native in nature. This means that they have spent their entire life in a particular village. Most of the villagers are farmers or look after farm-related work. Simple and Traditional ways of living and helpful nature are the main traits of the people living in the villages. Pay cheques, work, and modern lifestyle is the usual priorities of the people in the city. Many people from various religions and beliefs migrate to the city in search of jobs and proper education. Shopping and Entertainment Shopping is a po[CENSORED]r activity in the cities. There are large numbers of shopping malls that serve the success of this purpose. People from the villages come to the cities for shopping during any special occasion or festival. The city offers better quality and numerous options for the same product. The concept of malls has managed to get all types of customers with different requirements under one roof. For entertainment purposes also, there are plenty of alternatives to choose from the amusement parks, restaurants, pubs, exhibitions, clubs and movie theaters. The villagers go to the local grocery shop that is within walking distance for their daily supplies. Moreover, the villages have fewer stores and are small in size. The villagers are often unaware of the type and name of the products that are ruling the cities. The concept of entertainment in the villages is different from the city. The people of the villages meet in the evening and discuss their social life and other important matters. Walking in the green fields with the loved ones, showering in the heavy rain, eating fruits directly from the trees, and socializing with fellow villagers are the different forms of entertainment in the village. Holidays Due to their hectic schedule and busy work life, most of the city dwellers wake up late on holidays. They spent that day of the week taking rests or maybe with an outing of dinner at the end of the day. Holidays in the villages are always filled with fun and entertainment Education In cities, there are arrangements for higher education. Due to the presence of big colleges and universities, the scope of first-class knowledge is more feasible there. You can avail of both private and government schools and colleges for the study of your ward. In villages, there are mostly government schools with no option for colleges. Employment Most of the scope of employment is present in the city. There are small commercial companies, MNCs, and trading organizations as well to give you a job which is not possible in a village. Different types of people can get their type of job according to their level of education. In villages, employment is mostly farming. Farming is a seasonal job and thus most of the farmers have to come to the city during the offseason of cultivation. Adulteration and Pollution The air of the city is extremely unhealthy due to air, noise and water pollution. The people in the city do not get to see a clear sky or breathe fresh air often. Also, the foods available in big cities are unhealthy and adulterated. The villages are far away from such problems and do not have these drawbacks. From all the above points we have concluded that life in cities and villages represents different and contrasting pictures. Both the lifestyles come with both negative and positive aspects. Thus it is up to the preferences of the individual if he/she wants to live in urban or rural settings. Tags: Village Life, City Life, Rural Life, Countryside Lifestyle, Countryside, City vs Village, City vs Countryside, City Life and Countryside, Urban vs Rural, Rural Area, Urban Area, City Life vs Village Life Essay, Village Life CIty Life Difference Essay, Countryside vs City side life.

What is the bidirectional V2G technology being tested by auto manufacturers? An electric Renault ZE charging station is presented during a press day at the Frankfurt motor show IAA 2019, in Frankfurt am Main Germany, on September 11, 2019. (AFP/Tobias Schwarz) Audi is just the latest in a string of manufacturers to announce work on a bidirectional recharge system. Auto manufacturers are hoping to do their bit for the energy transition, and this technology could transform any electric vehicle into an energy supplier. The idea behind bidirectional charging (the technology behind V2G, or 'vehicle to grid') is to use the energy held in the batteries of electric and rechargeable hybrid vehicles to feed power into a home or local grid via special charging docks. In this way, a car can be used as a way of storing energy and providing it back according to need. Read also: E-car sales in Norway reach new record high However, the technology required is still very complex. For it to work, both the car's charger and the charging dock need to be bidirectional, meaning that energy can circulate between them in both directions. In theory, this concept could work with even electric two-wheelers. Renault is a forerunner in this new technology alongside Nissan and Mitsubishi, which already offer these sorts of energy solutions in Asia in partnership with local communities and businesses. In Europe, Renault has been conducting large-scale tests of a fleet of its ZOE cars compatible with this V2G technology since 2019. The French group hopes to play a major role in the coming years' energy transition. In concrete terms, the ZOEs (or other vehicles) could inject a portion of the electricity in their batteries into local power grids during peaks in demand, thereby easing the strain on suppliers, and then recharge them during off-peak hours.

Coronavirus: Invergordon's record cruise ship season wiped out Highlands businesses have expressed concerns after confirmation that almost all cruise liners due to visit Invergordon this year have cancelled. More than 100 ships were due to dock at the port on the Cromarty Firth - a record high. The liners would have brought a total of more than 250,000 passengers and crew to the region. The coronavirus pandemic has led to cancellation of all but three of the expected 106 cruise ship visits. D&E Coaches would normally ferry hundreds of passengers to every corner of the Highlands on each cruise call. 'Private hire non-existent' In the summer, 90% of the coach company's private hire is related to cruise liners. The firm has now lost about £1.5m in turnover following the cancellation of ships' visits to Invergordon. Managing director Donald Mathieson said: "It is devastating when you see the company making absolutely nothing, no money at all." Normally at this time of year D&E Coaches would have 20 coaches available per cruise liner to take passengers to different parts of the Highlands. Mr Mathieson said: "We would be taking them on day trips into Inverness or Loch Ness, Urquhart Castle, Dunrobin Castle and Cawdor Castle. "Private hire is non-existent at the moment." The many small, independent shops on Invergordon's High Street have also felt the brunt - including Tanstar Gifts run by Sandra Munro. She said the town was "completely different" without the cruise ship visits 'Major impact' "Invergordon is suffering greatly because of the fact the cruise liners aren't here this year. It will be a big loss to the local economy and revenue for everybody," she said. "We are all in the same boat, pardon the pun, in that we all rely greatly on the tourist trade throughout the summer to give us that comfort through the winter." Behind much of the expansion in the cruise trade has been the Port of Cromarty Firth. Joanne Allday, a senior executive at the port authority, said: "It's about 20% of our revenue now so it's a major impact to the port's revenue. "But the greater impact is very much in the wider region." The port authority has been able to replace some of what it has lost from the cruise trade through its work in offering berths for oil and gas industry structures, such as rigs, while they are not in use. With many cruise ships booked to visit next year, local businesses hope they will bring a much-needed boost for the economy of Invergordon and the wider Highlands.

Audi Q5 Sportback to join facelifted SUV range Audi will complement its latest Q5 with a Sportback model that's expected to be revealed later this year - and new spy shots give us an almost unimpeded look at the rakish SUV’s design. A thinly disguised mule has been spotted going through its paces at the Nürburgring, revealing a lower, more coupé-like roofline and sportier profile than the standard Q5, as well as a unique tailgate and rear bumper design. It follows on from last year’s launch of the Q3 Sportback as a rebodied version of the standard Q3. Underneath, the Sportback will be mechanically the same as the recently facelifted Q5, gaining mild-hybrid tech and new infotainment. It is likely to be launched with a turbocharged 2.0-litre four-cylinder diesel. However, two more diesel variants, including a V6, plus a pair of 2.0-litre four-cylinder petrol engines are expected to be added later, as well as a hybrid. The launch engine will be equipped with a belt-integrated starter/generator for 12V mild-hybrid functionality, which allows for engine-off coasting. It will also be able to activate the engine start/stop function below 13.7mph and sport the standard Q5’s twin-dosing selective catalytic reduction (SCR) set-up, which reduces NOx emissions. In all, these features should allow the Sportback to match the Q5’s 43.6-44.4mpg WLTP cycle economy figures. Expect performance to match the standard SUV's, too. As the Nürburgring shots suggest, Audi is expected to offer the Q5 sportback with a bespoke chassis tune. It shouldn’t be dramatically different from the standard model, but expect stiffer spring and damper rates in keeping with the sportier look. Inside, the Q5 Sportback will benefit from a new free-standing central 10.0in touchscreen infotainment system, although rear head space is likely to be less than in the standard Q5 because of the Sportback’s lower roofline.

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Russia satellite: Kremlin accuses US and UK of 'distorting' truth Accusations from the US and UK that Russia recently tested anti-satellite weaponry in space are "distorted", Russia's defence ministry says. "Tests carried out [on 15 July] did not create a threat for other spacecraft," the ministry said, adding that it had not violated international law. Moscow said earlier that it had been using new technology to perform checks on Russian space equipment. But the US and UK said they were concerned about the satellite activity. "We are concerned by the manner in which Russia tested one of its satellites by launching a projectile with the characteristics of a weapon," the head of the UK's space directorate, Air Vice Marshal Harvey Smyth, said on Thursday. It is the first time that the UK has made accusations about Russian test-firing in space, and comes just days after an inquiry said the UK government "badly underestimated" the threat posed by Russia. The US State Department also said it had observed the use by Russia of "what would appear to be actual in-orbit anti-satellite weaponry". The US and Russia are to hold bilateral talks on space security in Vienna next week, the first since 2013. The talks could be an opportunity to emphasise that "outer space is not a lawless and ungoverned territory", US Assistant Secretary of State for International Security and Non-proliferation Christopher Ford said. What has Russia said about its satellite tests? In a statement on Friday, Russia's foreign ministry said that one of the country's "inspector" satellites had "carried out a check of a Russian spacecraft at close range with the use of specialised small spacecraft apparatus". It said the operation "did not violate any norms or principles of international law". The ministry accused the US and UK of "again attempting to present the situation in a distorted manner in order to... justify their steps to deploy weapons in space and achieve funding to that end". "We consider this latest anti-Russian attack as part of an information campaign initiated by Washington focused on discrediting Russian space activities," the statement, quoted by the Interfax news agency, added. Moscow earlier said that last week's satellite test had resulted in "valuable information about the technical condition of the object under investigation" being recorded. Why are the US and UK concerned? In a statement on Thursday, Gen Jay Raymond, who heads US space command, said there was evidence Russia had "conducted a test of a space-based anti-satellite weapon". "This is further evidence of Russia's continuing efforts to develop and test space-based systems and [is] consistent with the Kremlin's published military doctrine to employ weapons that hold US and allied space assets at risk," he said. US Assistant Secretary of State for International Security and Non-proliferation, Christopher Ford, accused Moscow of hypocrisy after it said it wanted arms control to be extended to space. "Moscow aims to restrict the capabilities of the United States while clearly having no intention of halting its own counter-space programme," he said. The US said the Russian satellite system was the same one it raised concerns about in 2018 and earlier this year, when the US accused it of manoeuvring close to an American satellite. Air Vice Marshal Smyth added: "Actions of this kind threaten the peaceful use of space and risk causing debris that could pose a threat to satellites and the space systems on which the world depends." Russia, the UK, the US and China are among more than 100 nations to have committed to a space treaty that sti[CENSORED]tes that outer space is to be explored by all and purely for peaceful purposes. The treaty adds that weapons should not be placed in orbit or in space.

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Coronavirus: UK's pandemic planning an 'astonishing' failure, say MPs The government's failure to plan for the economic impact of a pandemic is "astonishing", a committee of MPs says. The Commons Public Accounts Committee said the economic reaction to Covid-19 had been rushed and the impact could be "long-term". It added the Treasury had waited until mid-March before deciding on economic support schemes to put in place. But the government said it regularly tested its pandemic plans, which enabled a "rapid" response. Labour accused ministers of being "incompetent" in dealing with coronavirus. Last month, official figures showed that the UK economy shrank more than first thought between January and March, contracting 2.2% in the joint largest fall since 1979. In its report, the Commons Public Accounts Committee said the government needed to "learn lessons" and "ensure it doesn't repeat its mistakes again in the event of a second spike in infections - or another novel disease outbreak". "We are astonished by the government's failure to consider in advance how it might deal with the economic impacts of a pandemic," it said. The report noted the government undertook at three-day pandemic simulation in 2016 known as Exercise Cygnus. But the committee said the Department for Business, Energy and Industrial Strategy "was not even aware of the exercise", saying: "It is astounding that the government did not think about the potential impact on the economy." And it said the Treasury did not announce plans for "significant funding" to support businesses and individuals until the Budget on 11 March "and it did not become clear to the Treasury until the following week that a furlough scheme would be needed". The first reported cases of coronavirus confirmed by the chief medical officer in England was on 31 January. The committee said a "lack of prior thinking on the types of schemes that may be required led to a delay in implementation... particularly in relation to the self-employed scheme where it lacked sufficient, reliable information" on recipients. The report called for more transparency in government decision making and that the Cabinet Office should review crisis command structures to "ensure longer-term decision making". The committee was also critical of how the issue of personal protective equipment (PPE) was handled, saying there were "fundamental flaws in the government's central procurement and local distribution of vital goods and equipment". The report also warned of the pandemic's impact on children, saying: "It will be a huge task to ensure lengthy school closures do not have long-term or irreversible effects on children and young people's future health and education." 'Leaving sectors behind' The committee's chairwoman, Labour MP Meg Hillier, said: "Pandemic planning is the bread and butter of government risk planning, but we learn it was treated solely as a health issue, with no planning for the economic impacts. "This meant that the economic strategy was of necessity rushed and reactive, initially a one-size-fits-all response that's leaving people - and whole sectors of the economy - behind." A government spokesman said: "As the public would expect, we regularly test our pandemic plans, allowing us to rapidly respond to this unprecedented crisis and protect the NHS. "It was clear that coronavirus would affect all areas of the country, that's why we immediately put in place an unprecedented initial economic support package for jobs and business worth £160bn." The spokesman said the next stage of the economic response will make a further £30bn available, including more than £100m "to support children to learn at home". The government has committed almost £28bn to support councils, businesses and communities in local areas, he said. For Labour, shadow chief secretary to the Treasury Bridget Phillipson said: "It is a sorry catalogue of government failure. Their planning was incompetent and their response has been slow. "We urgently need the prime minister to get a proper grip on tackling the pandemic."

2020 Skoda Superb facelift review, test drive What is it? Right since the first-gen model went on sale in India in 2004, the Skoda Superb has always punched above its weight. Solidly put together, incredibly roomy, nice to drive and even good value for what it offers, the Superb has always been a brilliantly-rounded model that’ll have you question the need to spend so much more for a like-sized German luxury sedan. For 2020, the Skoda Superb gets a nip and tuck, a few feature revisions and makes the dramatic move to petrol-only power. The very likeable 2.0-litre diesel engine has been dropped while the 1.8 TSI turbo-petrol has made way for a newer and more powerful 2.0 TSI turbo-petrol unit. There are two distinct flavours of the Superb on offer – the driver-centric Sportline and the luxury-oriented Laurin & Klement (L&K) – though the distinction is merely down to exterior and interior packages. What's it like on the outside? You’ll have to keep a photo of the pre-facelift Superb handy to be able to pick out what’s new on this 2020 model year car; the styling tweaks are really that subtle. Your biggest giveaways of this being the latest iteration of the Superb are the slimmer headlights that now fuse into the marginally larger grille. The redone front bumper helps give the Superb a fuller face while the restyled air dam now comes flanked by aero-enhancing Air Curtains on L&K trim cars such as the one pictured here. Changes to the exterior are on the subtle side. At the rear, ‘SKODA’ lettering replaces the badge on the boot lid, in line with the carmaker’s latest styling treatment. The full-LED tail-lights have been re-profiled too and are now bisected by a chrome strip that runs the width of the tail. Chrome has also been used to good effect to embellish the rear bumper. Attractive new 17-inch alloy wheels complete the makeover. Sportline trim gets blacked-out detailing instead of the chrome elements seen on the L&K we've tested. Sportline trim cars tone down on the bling with sportier blacked-out detailing on the grille, windows and tail, and can also be identified with a discrete lip spoiler on the boot lid. Sportline or L&K, the Superb stands out for its well-proportioned design and clean-cut styling. What’s it like on the inside? Little has changed on the inside but that’s not necessarily a bad thing. As before, the Superb’s cabin feels plush, with a generous use of soft-touch materials, fine detailing (the door pockets are felt lined!) and a built-to-last feel to everything. It’s thoughtfully laid out, too, with all important controls in easy reach. If anything, it’s that the dashboard looks generic. Solid build quality and great ergonomics a typically Superb trait. Do note, while the L&K features a more conventional black-on-beige look for the interior, the Superb Sportline adopts a sportier all-black theme. The Sportline’s Alcantara upholstery, racier front seats with integrated headrests, a flat-bottomed steering wheel and digital dials promise a sportier driver environment too. Front seats offer good support and are 12-way power adjustable. Those seated up front don’t have it bad in the L&K either. The seats are large and supportive, and 12-way electric adjust makes it really easy to find a comfy seating position. However, this being a Superb, it’s the rear seats that will be of more interest to the majority of buyers. As ever, the news is good. Legroom is fantastic to start with and, on the L&K, can be enhanced further for the all-important rear left passenger with the ‘Boss Button’ that has the front passenger seat slide forward. Also exclusive to the Superb L&K are new, Kodiaq-like rear head restraints that feature fold-down extensions to limit side-to-side head movement. You can spend long hours on the Superb’s back seat, though some might find the backrest a touch too upright. Also, should you need to travel five-up, the rear-middle passenger will feel like an unwelcome guest. The high centre tunnel and hard backrest are to blame. While space at the rear, especially legroom, is excellent, the middle passenger won't be as comfortable. The Superb’s cabin is full of stowage spaces, while the 625-litre boot offers cargo van-rivalling luggage room. With the rear seats folded, there’s 1,760 litres of luggage space. What features does it get? Both versions of the 2020 Superb get eight airbags, ESC, LED headlamps, keyless entry and go, powered front seats, three-zone climate control, configurable ambient lighting, a single-pane sunroof (it’s not panoramic as advertised) and a powered tailgate, among other features. An 8.0-inch touchscreen is also standard fit and impresses for its crisp graphics and slick touch responses. There’s no connected tech on offer, though. Kodiaq-like rear headrest extensions are new on the Superb L&K. The Sportline distinguishes itself for its sportier front seats and is also the only one with digital dials. Curiously, given that the Sportline is intended for owner drivers, it misses on heated/ventilated front seats and drive modes that are offered on the L&K. The L&K also packs in a tyre pressure monitoring system, fatigue alert system, and a hands-free tailgate. An 11-speaker sound system (vs eight speakers on the Sportline) and the aforementioned Boss Button and drop-down head supports are also exclusive to the L&K. While the L&K gets analogue dials and a MID, the Sportline trim gets Skoda's 'Virtual Cockpit'. What’s it like to drive? The 2020 Superb comes powered by the VW Group’s latest 2.0-litre direct-injection, turbo-petrol engine (shared with the VW Tiguan Allspace) and is solely on offer with a 7-speed dual-clutch transmission. The engine makes 190hp at 4,200-6,000rpm and 320Nm of torque at 1,450-4,200rpm. That’s 10hp and a meaty 70Nm up over the earlier Superb’s 1.8 TSI-DSG combo. The new 2.0-litre TSI engine is more accomplished than the previous 1.8-litre unit. As fans of the older 1.8 TSI engine, we’re happy to report that the new 2.0 TSI is an even more accomplished unit. At typical city speeds, the engine is remarkably smooth and refined, while its responsiveness makes the large Superb feel surprisingly light on its feet. Drive with a bit more enthusiasm and the engine is quick to change character. There’s a noticeable tug in the mid-range, followed by a sustained charge to 6,000rpm, all of which is accompanied by an entertaining snarl from the engine. The engine feels alert, ready and willing at all times and the quick-shifting gearbox plays its supporting role well. Sure, the DSG gearbox isn’t absolutely fluid in shifts (more so at low speeds), like a torque converter auto would be, but it’s far from a weakness. Keen drivers will love to take manual control via the paddles and gear lever. A feature of interest on the updated Superb is launch control, which does its job remarkably well. Put to the test on a wet road, the Superb 2.0 TSI posted a launch control-aided 0-100kph time of 8.43sec. In standard test conditions, it’ll be easy to match Skoda’s claimed 0-100kph time of 7.7sec. Remarkably, the 2.0 TSI’s wet-weather acceleration time bettered the old 1.8 TSI’s time by a tenth! There isn’t much difference between the Superb’s old and new kickdown timings, though we’ll wait for final test figures before we can pass final judgement. Ride and handling are good, if not great. Drive modes, exclusive to the L&K, help fine-tune the driving experience and what’s nice is that you have the option to mix and match steering, powertrain and air-con settings. Eco and Normal are fine for the most part but you get the most out of the car in Sport. The comfort-oriented suspension means the Superb is not quite the corner-carver, even at its sportiest setting, but there is a satisfactory weight to the steering, and it does change direction diligently. More pertinently, in tight confines, you’ll like how the Superb disguises its size, feeling much smaller than its outside dimensions might have you expect. Skoda hasn’t tinkered with the suspension setup, which is just as well because the Superb makes light work of potholes and imperfections. Bump absorption is really good, though, there is some bit of movement at higher speeds. Should you buy one? The Superb looks the part, pampers rear-seat occupants with acres of room and a cushy ride, and, as an added plus, is good to drive too. Some might argue that the facelift isn’t as comprehensive as it could have been but given that the fundamental package is so strong, it really shouldn’t be a deal-breaker. The Skoda Superb Sportline comes in at Rs 29.99 lakh while the Superb L&K trim sports a Rs 32.99 lakh price tag. The Skoda’s not cheap by any means but then let’s not forget, its only direct rival, the Toyota Camry Hybrid, starts at Rs 39 lakh. See the Superb in light of like-sized German sedans and you’ll see the Skoda for what it is – a car that breaks the class ceiling.

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Lifestyle Differences : Neighbors: In India, the interaction with neighbors is very informal. The relations with the neighbors are just like family members who can come and go anytime, especially if you are living in a colony. Here it is not like that. The people are so busy here that they hardly find few minutes to talk to their neighbors. They leave for work on the mornings and return tired in the evenings. Weekends: In India typically Sunday is the only holiday. However, in America Saturday and Sunday are holidays. During these two days they enjoy, do household work, socialize with different people etc. Servants or maids: One thing you will miss here for sure and that is having servants or maids. In America people do all household work on their own. This might include washing utensils, getting groceries etc. Here you will come across people fixing their own cars, lawn mowing, doing gardening etc. Convenience: The United States of America offers very sophisticated systems. You don't have to stand in queues to pay bills. Everything is being made convenient through phone or via internet. One thing is for sure that life is much more convenient here as compared to India. Public local transport buses : In America you don't find ticket conductor. You also won't get formal tickets for tickets unless you need a day pass. The stop request can be made to the driver by pulling the bell string. When police /cop stops you Here you need to follow the speed signs carefully. You will be fined if you cross the speeding limit. When a police asks you to stop your car, stop your car without any hesitation. Do not step out of your car unless asked for. The cop may consider it as an offense, and might shoot you for self defense. Restaurants : In many restaurants, you will come across buffets. At buffets, you need to use a fresh plate for every serving. You need to leave your earlier plate at the table itself as the server will clean it up. When you want a drink without ice, you need to say "No Ice" and not "Without Ice". At fast food places, you would be asked is for "Here" or "To Go"? "Here" means to have there itself, and "To Go" means packed/ parceled. Daylight Saving : All watches are reset twice every year (viz. April and October), in order to make the maximum use of the day light. Addressing People : Don't call a black person a "Negro" or "Black", it is always polite to call them "African Americans". Also never call an "American Indian" as a "Red Indian", they get very offended Measurement system in US : If you plan to shop clothes, shoes etc. you should know that sizes are different in USA as compared to India. The American system of sizes and measurement is different from that in India. Even the distance is measured in miles, not in kilometers!! Gas (Petrol) price you will find per gallon and not per liter! So, get to know all the conversions. Measurement Differences and Units Weights: Weight is measured in ounces and pounds. 1 ounce = 28 grams, 1 pound = 0.45 kg. Distances: The basic units of distance are inch, foot, yard and mile. 1 yard = 0.9 meter, 1 mile = 1.6 km. Temperature: Temperature is measured in Fahrenheit, not in centigrade. 1 Celsius = 1.8 Fahrenheit. 1 Celsius is 1.8 Fahrenheit. C=(5/9)*(T-32) F=(9/5)*C+32 C=temperature in degrees Celsius F=temperature in degrees Fahrenheit Volume: 1 Ounce (OZ) Fluid = 29.57 ml 1 Gallon = 3.785 Liters Electrical and Electronic devices : There is a difference in Electricity and Video technology in both the countries. In case you want to buy any Electronic/ Electrical/ Cellular phone system for the purpose of Indian use, consider the following points Electrical devices like hair dryer, microwaves, music system, laptops etc may not work in India if bought from the US and vice versa. The electricity voltage in USA is 110-120 volts and in India, it is 220-240 volts. Alternate solution: You can buy converters which convert electricity according to the location. Video systems such as TV, VCR, Camcorder video cassettes etc have NTSC system and in India it is PAL-B. If you are bringing a VHS, VCR from India, it may not work in the US and vice versa. Telephone systems, chargers, musical instruments can work as it is by changing the power adapters according to the location (whether in India or in the US) Wireless phones bought from the US may not work in India or vice versa.

Coronavirus: 'Infection here for many years to come' : The UK will be living with coronavirus for many years to come and even a vaccine is unlikely to eliminate it for good, experts are warning. Wellcome Trust director Prof Sir Jeremy Farrar told the House of Commons' Health Committee "things will not be done by Christmas". He went on to say humanity would be living with the virus for "decades". It comes after the prime minister said last week he hoped for a return to normality by Christmas. Boris Johnson made the comments as he set out plans to further ease restrictions, including the opening of leisure centres and indoor swimming pools later this month and the prospect of mass gatherings being allowed from the autumn. But experts giving evidence to the cross-party group of MPs said it was important to be realistic that the virus would still be here. Sir Jeremy, a member of Sage, the government advisory body, said the world would be living with Covid-19 for "very many, many years to come". "Things will not be done by Christmas. This infection is not going away, it's now a human endemic infection. "Even, actually, if we have a vaccine or very good treatments, humanity will still be living with this virus for very many, many years.... decades to come." He urged against complacency during the summer, saying the period was a "crucial phase" to prevent a second wave. "If we have any sense of complacency of 'this is behind us', then we will undoubtedly have a second wave, and we could easily be in the same situation again." He said it was important to further build up testing capacity as well as investing in treatments and vaccines. Vaccine 'unlikely to have durable effect' Prof Sir John Bell, of the University of Oxford, said he thought it was unlikely that Covid-19 would ever be eliminated despite the positive news announced on Monday that trials by his university had triggered an immune response - an important step in developing a vaccine. "The reality is that this pathogen is here forever, it isn't going anywhere," he told MPs. "Look at how much trouble they've had in eliminating, for example, polio, that eradication programme has been going on for 15 years and they're still not there. "So this is going to come and go, and we're going to get winters where we get a lot of this virus back in action. "The vaccine is unlikely to have a durable effect that'll last for a very long time, so we're going to have to have a continual cycle of vaccinations, and then more disease, and more vaccinations and more disease. "So I think the idea that we're going to eliminate it across the po[CENSORED]tion, that's just not realistic." Chief adviser defends government record The government's chief medical adviser was also quizzed by MPs. Prof Chris Whitty was asked at length about the UK's record so far in tackling coronavirus. He defended moves to end attempts at trying to contain the virus in March, while defending the actions of ministers accused of announcing lockdown too late. could spread was presented to ministers on 16 March. But it was a full week later that a total lockdown was announced. Prof Whitty said it was not a "huge delay" given the "enormity" of the decision. He also pointed out that others steps were taken in the meantime, including the closing of schools. Meanwhile, Health Secretary Matt Hancock has defended the government's record on testing - and his decision to set the target of providing 100,000 tests a day by the end of April. The move has been criticised with some describing it as arbitrary. But Mr Hancock told the Science and Technology Committee, which was sitting after the Health Committee, that it was important because of the need to "scale up" at an unprecedented speed. "The point of the big, hairy, audacious goal is to say to the whole system, 'this is where we're going, you do your bit, let's get there'." UK coronavirus statistics: 45,422 people had died in hospitals, care homes and the wider community after testing positive for coronavirus in the UK as of 5pm on Monday, up by 110 from the day before Separate figures published by the UK's statistics agencies show there have now been 56,100 deaths registered in the UK where Covid-19 was mentioned on the death certificate In the 24-hour period up to 9am on Tuesday, there had been a further 445 lab-confirmed cases. Overall, a total of 295,817 cases have been confirmed since the outbreak began

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Coronavirus: India's Covid-19 cases surge past one million : India added a record number of Covid-19 cases - nearly 35,000 - in the last 24 hours, breaching the one million mark. It has the world's third-largest case load, after the US and Brazil - the only three countries so far to record more than a million coronavirus cases. India's active cases account for about a third of its total tally as it has been reporting a high recovery rate and a low death rate from the virus. But deaths have been rising. At 25,602, they are eighth-highest in the world. India's number of cases has been on the rise - with nearly record daily surges - in recent weeks. It overtook Russia earlier this month to occupy the third spot for the highest number of coronavirus cases globally. Although India confirmed its first case at the end of January, the pandemic took hold slowly. Experts believe it was staved off to some extent because of an early decision by the government - in March - to stop all international flights and enter a strict lockdown that lasted nearly two months. But the restrictions came at a devastating economic and human cost, and after India reopened at the end of June and testing increased, case numbers soared. Experts say the capital, Delhi, and some other states squandered the opportunity given by the lockdown to test, trace and isolate effectively. While the capital territory has since seen a dip in cases, they continue to rise in other parts of India. The western state of Maharashtra is still the biggest hotspot with the highest case count- more than 280,000 - among all the states. But potential new hotspots are emerging as states in the south - Karnataka and Andhra Pradesh - and in the east - Bihar, West Bengal - record a rapid rise in daily case numbers. They have responded with local lockdowns - the southern city of Chennai (Madras) has emerged from a recent lockdown and Bangalore, also in the south, is currently under a week-long lockdown. Although India has fully reopened, intermittent local lockdowns are likely to be the new normal as the country wrestles with the pandemic. Is India's death rate really that low? Aparna Alluri and Shadab Nazmi The best news for India when it comes to the coronavirus pandemic is the unusually low death rate. In absolute numbers, it's the eighth highest tally in the world. But per million of the po[CENSORED]tion, it is low. There have been a lot of questions around India's Covid-19 death figures, and most experts agree that they are probably being underreported. But they also say that alone doesn't explain the significant gap between India and Western Europe, for instance. And India's Covid-19 death rate is also similar to other countries in the region - such as Bangladesh and Indonesia. Read more to find out what India's Covid data tells us about how the pandemic is playing out here..

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Coronavirus: Nations heading in wrong direction with Covid-19, says WHO : The coronavirus pandemic will get "worse and worse" if governments fail to take more decisive action, the World Health Organization (WHO) has warned. Director general Dr Tedros Adhanom Ghebreyesus said "too many countries [were] headed in the wrong direction". Cases were rising where proven measures were not adopted or followed, he added. The Americas are the current epicentre of the pandemic. The US has seen a rise in cases amid tensions between health experts and President Donald Trump. The US, the worst affected country, has over 3.3 million confirmed cases and more than 135,000 deaths, according to Johns Hopkins University. What has the WHO said? At a briefing in Geneva on Monday, Dr Tedros said "mixed messages from leaders" were undermining public trust in attempts to bring the pandemic under control. "The virus remains public enemy number one, but the actions of many governments and people do not reflect this," he said. Dr Tedros said measures such as social distancing, hand washing, and wearing masks in appropriate situations needed to be taken seriously, warning that there would be "no return to the old normal for the foreseeable future". "If the basics aren't followed, there is only one way this pandemic is going to go," Dr Tedros said, adding: "It's going to get worse and worse and worse." Dr Mike Ryan, the WHO's emergencies director, said the easing of some lockdown measures in the Americas and the opening up of some areas had led to "intense transmission". Latin America has confirmed more than 145,000 coronavirus-related deaths, though the number is believed to be higher because of insufficient testing. Half of the deaths were in Brazil, where President Jair Bolsonaro has opposed strict measures to curb the spread of the virus. Dr Ryan said closing down large regions would have huge economic consequences, but that local lockdowns in specific places might be necessary to mitigate the spread of the virus. He urged governments to implement clear and "strong" strategies, adding: "Citizens have to understand, and it has to be easy for them to comply." What about a vaccine, or immunity? "We need to learn to live with this virus," Dr Ryan said, warning that expectations that the virus could be eradicated, or that an effective vaccine could be ready, within months were "unrealistic". He said it was not yet known whether recovering from the coronavirus would lead to immunity, or, if it did, how long that immunity would last. A separate study released on Monday by scientists at King's College London suggested that immunity to the virus may be short-lived. Scientists at the college studied 96 people to understand how the body naturally fights off the virus by making antibodies, and how long these last in the weeks and months after recovery. However, while almost all of those who participated had detectable antibodies that could neutralise and stop coronavirus, levels began to wane over the three months of the study. At the WHO briefing, health experts also said there was evidence to suggest that children under the age of 10 were only very mildly affected by Covid-19, while those over 10 seemed to suffer similar mild symptoms to young adults. To what extent children can transmit the virus, while it appears to be low, remains unknown.