With the world’s press spending a great deal of its energy on the rather fractious relationship between the United States and North Korea, a look back in time gives us some fascinating insight regarding the geopolitical stresses that rule the region, particularly the stresses that occurred during the Korean War.
Thanks to the International Action Center and the International Association of Democratic Lawyers (IADL), a Non-Governmental Organization which was founded in 1946 and acts as a consultative group to UNESCO, we have an interesting document that outlines some of America’s actions on the Korean Peninsula during the early 1950s.
In March 1952, the IADL issued a Report on U.S. Crimes in Korea during the Korean War. Here is a screen capture showing the title page:
In the early 1950s, the Government of the Democratic People’s Republic of Korea repeatedly asked the United Nations to protest violations of international law by their enemies, the United States-led international coalition.
These requests were ignored by the United Nations and, as such, the Council of the International Association of Democratic Lawyers set up a Commission consisting of lawyers from several nations to investigate these allegations with a “boots on the ground” trip to Korea which took place from March 3rd to March 19th, 1952, visiting the provinces of North and South Piengan, Hwang Hai, Kang Wan, including the towns of Pyongyang, Nampo, Kaichen, Pek Dong, Amju, Sinchon, Anak, Sariwon and Wonsan among others.
Here is a list of the lawyers that saw first-hand what had occurred in the DPRK:
The IADL notes that, under United Nations rules, the U.S. intervention on the Korean Peninsula was unlawful and that President Truman’s orders to the American Navy and Air Force should be considered an “aggressive act” that went against the United Nations Charter.
Here are some of the more interesting findings of the IADL Commission:
1.) Bacteriological Warfare:
The Commission investigated the allegations that American forces in Korea were using bacteriological weapons against both the DPRK armed forces and the nation’s civilian population. Between the 28th of January and the 12th of March (i.e. during the dead of winter), 1952, the Commission found the following insects which carried bacteria in many different locations:
The Commission noted that many of the insect species had not been found in Korea prior to the arrival of American forces and that many of them were found in mixed groups or clusters that would not normally be found together, for example, flies and spiders.
It also noted that the January temperature was 1 degree Celsius (just above freezing) to 5 degrees Celsius in February but that the prevailing average temperature was far below the freezing level, temperatures that are extremely hostile to insect life.
The insects were infected with the following bacteria which include plague, cholera and typhus:
- Eberthella typhus
- Bacillus paratyphi A and B
- Shigella dysenteriae
- Vibrio cholera
- Pasturella pestis
Here are some examples of what was reported by local citizens:
In addition, a great quantity of fish of a species which live in regions between fresh water and salt water were found; these fish were found in a half rotten state and were infected with cholera.
2.) Chemical Weapons:
On various occasions since May 6th, 1951, American planes used asphyxiating and other gases or chemical weapons as follows:
In the first attack on Nampo City, there were 1,379 casualties of which 480 died of suffocation and 647 others were affected by gas.
3.) Mass executions of civilians:
According to witnesses, the commander of the U.S. Forces in the region of Sinchon by the name of Harrison ordered the mass killing of 35,383 civilians (19,149 men and 16,234 women) during the period between October 17th and December 7th, 1950.
The civilians were pushed into a deep open grave, doused with fuel oil and set on fire. Those who tried to escape were shot.
In another case, on October 20th, 2015, 500 men women and children were forced into an air raid cave shelter located in the city of Sinchon. Harrison ordered American soldiers to put explosives into the shelter and seal it with sacks of earth prior to the fuse being lit.
Here are other examples of mass murders:
4.) Bombing and Attacking Civilians:
Prior to the Korean War, the capital city of North Korea, Pyongyang, had a population of 464,000. As a result of the war, the population had fallen to 181,000 by December 31, 1951. In the period between June 27, 1950 and the Commission’s visit, more than 30,000 incendiary and explosive devices were dropped on the city, destroying 64,000 out of 80,000 houses, 32 hospitals and dispensaries (despite the fact that they were marked with a red cross), 64 churches, 99 schools and university buildings.
Here is a description of one of the aerial bombardments of Pyongyang:
Here is the conclusion of the Commission:
The IADL Commission unanimously found that the United States was guilty of crimes against humanity during the Korean War and that there was a pattern of behaviour which constitutes genocide.
Let’s close this posting with the conclusion of the 2001 Korea International War Crimes Tribunal which examined the testimony of civilians from both North Korea and South Korea over the period from 1945 to 2001:
The Members of the International War Crimes Tribunal find the accused Guilty on the basis of the evidence against them: each of the nineteen separate crimes alleged in the Initial Complaint has been established to have been committed beyond a reasonable doubt. The Members find these crimes to have occurred during three main periods in the U.S. intervention in and occupation of Korea.
The best-known period is from June 25, 1950, until July 27, 1953, the Korean War, when over 4.6 million Koreans perished, according to conservative Western estimates, including 3 million civilians in the north and 500,000 civilians in the south. The evidence of U.S. war crimes presented to this Tribunal included eyewitness testimony and documentary accounts of massacres of thousands of civilians in southern Korea by U.S. military forces during the war. Abundant evidence was also presented concerning criminal and even genocidal U.S. conduct in northern Korea, including the systematic leveling of most buildings and dwellings by U.S. artillery and aerial bombardment; widespread atrocities committed by U.S. and R.O.K. forces against civilians and prisoners of war; the deliberate destruction of facilities essential to civilian life and economic production; and the use of illegal weapons and biological and chemical warfare by the U.S. against the people and the environment of northern Korea. Documentary and eyewitness evidence was also presented showing gross and systematic violence committed against women in northern and southern Korea, characterized by mass rapes, sexual assaults and murders.
Less known but of crucial importance in understanding the war period is the preceding five years, from the landing of U.S. troops in Korea on September 8, 1945, to the outbreak of the war. The Members of the Tribunal examined extensive evidence of U.S. crimes against peace and crimes against humanity in this period. The Members conclude that the U.S. government acted to divide Korea against the will of the vast majority of the people, limit its sovereignty, create a police state in southern Korea using many former collaborators with Japanese rule, and provoke tension and threats between southern and northern Korea, opposing and disrupting any plans for peaceful reunification. In this period the U.S. trained, directed and supported the ROK in systematic murder, imprisonment, torture, surveillance, harassment and violations of human rights of hundreds of thousands of people, especially of those individuals or groups considered nationalists, leftists, peasants seeking land reform, union organizers and/or those sympathetic to the north.
The Members find that in the period from July 1953 to the present, the U.S. has continued to maintain a powerful military force in southern Korea, backed by nuclear weapons, in violation of international law and intended to obstruct the will of the Korean people for reunification.Military occupation has been accompanied by the organized sexual exploitation of Korean women, frequently leading to violence and even murder of women by U.S. soldiers who have felt above the law. U.S.-imposed economic sanctions have impoverished and debilitated the people of northern Korea, leading to a reduction of life expectancy, widespread malnutrition and even starvation in a country that once exported food. The refusal of the U.S. government to grant visas to a delegation from the Democratic Peoples Republic of Korea who planned to attend this Tribunal only confirms the criminal intent of the defendants to isolate those whom they have abused to prevent them from telling their story to the world.
In all these 55 years, the U.S. government has systematically manipulated, controlled, directed, misinformed and restricted press and media coverage to obtain consistent support for its military intervention, occupation and crimes against the people of Korea.
It has also inculcated racist attitudes within the U.S. troops and general population that prepared them to commit and/or accept atrocities and genocidal policies against the Korean people.
It has violated the Constitution of the United States, the delegation of powers over war and the military, the Bill of Rights, the UN Charter, international law and the laws of the ROK, DPRK, Peoples Republic of China, Japan and many others, in its lawless determination to exercise its will over the Korean peninsula.
The Members of the Korea International War Crimes Tribunal hold the United States government and its leaders accountable for these criminal acts and condemn those found guilty in the strongest possible terms.” (my bold)
And Washington wonders why the North Koreans are so hostile toward the United States!
The irony of Washington’s criticism of other nations (i.e Syria) and their use of chemical weapons is stunningly hypocritical.
Prehistoric art in Spain: The 27,000-year-old cave art found under graffiti in Spain’s Basque Country | Culture
Diego Garate, doctor of prehistory at the University of Cantabria and a specialist in Paleolithic art, was surprised when he came across a 27,000-year-old painting of a bison a meter and a half long, hidden under graffiti, in one of the Aizpitarte caves in the Basque Country. The discovery of the artwork, obscured by the word “exit” and an arrow indicating the way out of the cave, took place in September 2015. Now, following years of research, investigators claim it indicates the existence of a shared artistic culture in ancient Europe.
According to Garate, the bison painting was found when he and a team of speleologists explored the cave in search of cave art. “We went through a small, very low arch about 50 centimeters high, that led into a passageway and when I raised my head I saw an impressive bison covered by graffiti on the rock,” he says. “Its characteristics were similar to those of other bison found in at least 17 caves in different parts of the Iberian Peninsula and Central Europe.” Garate and his team’s research, which was published last week in the journal PLOS One, also includes studies of paintings found in three caves in the area of bison, horses and a bird in an artistic style previously unseen in the Iberian peninsula.
Garate began searching for Paleolithic paintings in Spain’s Basque Country a decade ago. “Very little was known about the cave art in this region compared with neighboring areas such as Cantabria, which has the Altamira cave; or the central Pyrenees, which is full of decorated caves; or the French Dordogne, which is famous for its paintings of bison and mammoths,” says Garate.
In the center of that geographical triangle is Basque Country, which then – like now – was a transit area for people crossing between the Iberian Peninsula and the rest of Europe. “It was paradoxical that there was so little cave art considering it was the only pass available to the men and women of that period,” says Garate. In 2011, when he began his research, only six caves with artwork were recorded in the entire Basque Country. Now that number has risen to 28.
Manuel González Morales, a researcher at the International Institute of Prehistoric Research in Cantabria, says that Garate’s work is “extraordinarily” significant both archaeologically and historically as it has revealed more locations containing Paleolithic art in an area that, until several years ago, appeared relatively empty of this kind of historical evidence. Beyond purely aesthetic considerations, González says these paintings represent “new examples of how underground spaces, including some difficult to access, were used for the development of artistic activity.”
Garate claims that the discovery of the bison paintings in that region of Spain proves that its inhabitants exchanged ideas, shared graphic expressions and had similar and recurring motifs. “We have discovered that human groups in the area communicated with each other,” says Garate. “For example, they used the same tools fashioned from bone to sculpt the stone. We found the remains of those tools in the same caves where we found the paintings.”
The research also points to the existence of exchange networks rather than the same groups of humans moving or migrating from one place to another. “These bison are proof of what would be the first instance of globalization on a continental scale, from Central Europe to the Iberian Peninsula, something like the first European Union 27,000 years ago,” says González, who adds that Garate’s findings show that Upper Paleolithic hunter-gatherer groups made contact with other groups and exchanged technical and stylistic ideas.
One of the most notable features of these paintings is their perspective, which is very different from what we use today. “The type of art that was developed on the continent 27,000 years ago was expressionist,” explains Garate. “The artists did not try to depict reality, but to offer their own interpretation of it.” Consequently, the animals in these paintings appear disproportionate – their faces are grotesque while their legs and horns are two dimensional, like the art found in Egyptian temples.
Garate explains that the style of the paintings is difficult to appreciate today, not because the artists could not portray the subject of their art as they saw them, but because there was an established painting technique. “It gives us the feeling that the art was controlled; subject to rules imposed from a place of power,” says Garate. “The artist would be more like a craftsman. Rather than doing what occurred to them, they could only do what they were ordered to do. It was a collective rather than an individual form of art.”
But experts still don’t know the purpose or meaning of these paintings. “There are multiple interpretations and perhaps there is more than one answer,” Garate acknowledges. “We know that for 30,000 years, animals rather than plants, humans or stars were depicted. Over that period of time, there were several different human groups, but the art is limited to the same motif. We also know that they [the paintings] did not depict the animals that were hunted and eaten, which makes us think that these paintings have a very strong message, perhaps related to social cohesion; to that need to keep the group together in order to survive.”
English version by Heather Galloway.
See For Yourself, 30 of the New, Modern, Amazing Airports of ‘Stagnating Russia’ (Great Pictures)
The author is CEO of the Awara Group, which offers consulting, accounting, tax, and legal services. He is the author of several books on politics and philosophy, as well as Putin’s New Russia. He speaks fluent English, Russian, Finnish, and Swedish, and German, French, and Spanish less fluently. He resides in Moscow.
What prompted me to write this Awara Accounting report on the impressive development of Russia’s airports was to produce a cure for the but-beyond-the-MKAD syndrome. The MKAD is the 110 kilometer outer ring road around Moscow. And this syndrome refers to the habit of the detractors of Putin’s Russia to claim that any visible development of Russia, if any, has happened only within the limits of Moscow city – “just go outside the Ring Road and you’ll see there’s nothing but poverty and ruin.”
Many of those who suffer from this syndrome live in a deep-seated cognitive dissonance where they just refuse to trust their lying eyes, while some of them are just peddlers of pure propaganda or victims of the latter.
So, let’s see what actually happens beyond the MKAD. Amazing airports have been built or reconstructed both in Moscow and across the vast country and many other impressive projects have been presented.
And it is not just airports, it is roads and bridges, too. Those Awara has covered in other reports in the series on Putin’s incredible infrastructure investments. You can read about the amazing new bridges at this link: Putin the Pontiff – Bridge maker and the great development of Russia’s roads here.
What’s remarkable is also the efficiency and speed of the construction of the new airport terminals. Most of them have been built in three years and some in two or even less. The Simferopol airport (above) was built in two years and was up and running within three years from the decision to initiate the project. Krasnoyarsk (below) needed only1.5 years to complete the construction.
Russia’s 79 international airports
Our method was to review all the airports in a list of all of Russia’s international airports. (An international airport is one into which a plane can fly directly from a foreign country as it runs a passport control). There were 79 airports in our list. From what I had registered from the news and in my travels, I expected that there would be some 10 or 15 cool new airports to present. But no. The task proved much more overwhelming as it turned out that almost every one of the listed airports had been reconstructed or was due for reconstruction.
Instead of writing up an easy piece with nice pics, I ended up spending weeks on identifying and digesting all the information. The investigation showed that practically each one of the 79 airports had either been modernized or about to be so. I identified less than 10 airports on the list of international airports which were not brought up to modern quality standards since 2000 or on the way to it. And of those half were either remote outposts or military airfields. I am confident, that all the passenger airports in the major Russian cities (defined as having some 150 thousand or more inhabitants) will be totally modernized within the next 6 years.
Practically all the development of the international airports has been funded by both public and private money, where the infrastructure like runways and flight controls have been recipients of public funds whereas the terminals have been mostly built by public funds.
In addition to the 79 international airports there are some 60 regional airports with more or less regular traffic. These will all also be upgraded according to a multibillion government program on development of regional airports running up to 2024. This forms part of a broader strategic program ordered by President Putin to improve the Russian economy, demographics and infrastructure with public and private funding amounting to a total of $400 billion.
An important goal with the development of the airports is to help decentralize the economy by way of increasing direct interconnectivity of Russian cities instead of people having to fly transit through Moscow, which has in the past really hampered the overall development of the country.
The new airport facilities are really needed to keep up with the passenger boom
The new enlarged and reconstructed airports cater to a growing number of passengers. In 2000, when Putin first took office, the Russian airports served 35.5 million passengers, but by 2018 the number had grown sixfold to 205 million. That surpasses the 135 million passengers of the USSR in the 1980s. The growth has been huge and accelerating, just in five years from 2014 to 2018 the number grew by one third.
In the meanwhile, the Moscow air cluster with 97 million passengers (2018) has become Europe’s third largest air hub after London (126 mln) and Paris (104 mln). Sheremetyevo – Europe’s fastest growing airport – alone has grown 4.5 times since 2000 to present 46 million. At the same time, Moscow’s second airport Domodedovo grew from handling 2.8 million passengers in in 2000 to 30 million in 2017.
Air travel is a very solid indicator for economic activity, these figures then show that there is much going on that does not catch the eye of the GDP.
When I first came to Moscow by air in 1993, the city did not have a single modern airport. Actually, back then the Sheremetyevo international airport, present day Terminal F, should have formally counted as a modern one as it was built only about a decade earlier in 1980 in time for the Moscow Olympics. But the airport – built by a West German company – was terribly outdated in design and functionality from the start. Both the façade and the interior design was informed by a dark and gloomy style prevailing in Russia during the 1970s. My impression as a passenger was that that the terminal must have been in operational neglect at least three decades by then.
I used to hate having to travel through that airport and each time I would wish they’d remove the heavy copper circles which were misdecorating the ceilings and literally weighing over the heads of the passengers. One day sometime in the early 2000s it did happen; the copper was gone and a white suspended ceiling was there instead. Somebody told me that the reason was that the commodity price of copper had surged. Whatever, I was happy for it. In the 1990s the restrooms where stinky and you’d be lucky if they were furnished with paper. And then there was the strong kerosene fumes wafting around the whole airport. An odor which you would connect with Russia in good and bad. For me it actually became so characteristic of Russia, that I later found myself upon arrival inhaling that fume, like one would mountain air, happy as I had returned to Russia from the increasingly oppressive West.
But today all has changed, if Sheremetyevo Terminal F was probably the worst of all the world’s major airports, I considered the new Terminal D as one of the best when it opened in 2009. Presently the terminal is overcrowded as it operates way over its planned capacity, but that should ease when the domestic traffic is fully transferred to the new Terminal B, which opened in 2018.
If Sheremetyevo Terminal G was depressing, then the domestic terminal then called Sheremetyevo 1 was like a parody of all that was wrong with the later stages of the USSR just before its demise. Moscow’s second airport, Domodedovo, at that time was very much the same, but today Domodedovo along with Sheremetyevo are modern international airports meeting the highest global standards. There is a third major Moscow airport as well, the Vnukovo airport. And a smaller, fourth Moscow cluster international airport, Zhukovsky (Ramenskoe) opened in 2018.
In 2018, in time for the FIFA World Cup, Moscow’s Sheremetyevo got the new Terminal B for domestic flights. This one will be merged with present Terminal C, after the renovation of the latter, to form a hub for domestic flights, while Terminals D, E and F will serve international flights. An underground shuttle train opened in 2018 already connects the domestic and international terminals.
The old Domodedovo terminal in Moscow
A waiting lounge at the old Domodedovo
The new Domodedovo (above and below)
New, in 2012 (above) and old, in 2000 (below) Vnukovo, Moscow’s 3rd airport.
Let’s now go beyond the MKAD and look at the other new amazing airport complexes around the country. This is just a selection, there is much more.
Saint Petersburg was really in a need of a modern airport, and it was therefore such a relief when it finally opened in 2013
Belgorod a city of 350 thousand inhabitants close to the Ukrainian border got this new beautiful terminal in 2013.
Vladivostok in Russia’s Far East got a new airport terminal in 2012 as part of the preparations for the APEC 2012 summit.
Yekaterinburg, Russia’s third largest city on the eastern side of the Ural Mountains received a new terminal in 2009.
This new airport complex was erected in 2012 in Kazan, the capital of the Republic of Tatarstan, Russia’s sixth most populous city. It was built in the run up to the 2013 Summer Universiade and enlarged for the 2018 FIFA World Cup.
This new airport in Kaliningrad, the Russian enclave at the Baltic Sea, opened in 2017
The new airport in Nizhny Novgorod was also built as part of Russia’s infrastructure upgrade in preparation for the 2018 football World Cup.
The new airport in Novosibirsk is from 2015. Novosibirsk with 1.5 million is a city in Siberia at the Ob River. The Trans-Siberian Railway fueled much of the city’s growth in the 19th century.
The new terminal in Perm from 2017 is a real architectural gem. Perm has a population over one million and is located in the, Urals 300 kilometers north-west of Yekaterinburg and 400 kilometers north of Ufa.
Rostov-on-Don is one more of the cities which got a new airport terminal (opened 2017) in preparation for the FIFA 2018 World Cup. In fact, this was a brand new airport built on virgin field, whereas the other airports in this survey represent development and enlargements of previously existing airports.
SABETA, YAMAL PENINSULA
Sabetta on the Yamal peninsula got an airport in 2014 in connection with Russia’s push to develop its Arctic regions and in this case especially the Yamal LNG project and the Yuzhno-Tambeyskoye gas field.
In 2014 opened the new airport in Samara in the southeastern part of European Russia on the east bank of the river Volga.
Simferopol airport in Russian Crimea is probably the nicest airport in the world. Built in 2018, four years after Crimea’s liberation from Ukrainian occupation.
It was an amazing feeling travelling through that airport. The architect has really managed to do what is most important in places like that, to neutralize the stress factor. Everything is so spacy, harmonious and green that you get a feeling that you are in a giant spa instead of an airport. The Simferopol airport really calmed my nerves on a busy travelling day.
The Sochi airport was built in 2009 and enlarged in time for the 2014 Winter Olympics.
This airport in Talakan in the Republic of Sakha (Yakutia) opened in 2012.
The new international terminal in Tyumen was opened in 2017. Tyumen was the first Russian settlement in Siberia and now has an estimated population of 750 thousand.
Ufa, the capital city of Bashkortostan at the Urals received this new air terminal in 2015.
This is the airport in Volgograd, the WWII name of which was Stalingrad. A new international terminal was constructed in 2016 and in 2018 another terminal for domestic flights was opened to accommodate football fans for FIFA 2018.
The newly constructed airport in Krasnoyarsk opened in December 2017. Krasnoyarsk is located at the Yenisei River in Siberia. With a population over one million it is the third largest Siberian city after Novosibirsk and Omsk. Novosibirsk got a new airport in 2015 and Omsk will get one before 2022.
Those were some of the airports built and upgraded within the last decade, now let’s look on some airport projects underway.
The Chechen strongman Ramzan Kadyrov presented in May 2018 this bold project for the new airport in the Chechen capital Grozny. The construction is expected to commence in 2020.
The projected new terminal at the Saratov airport is one more of the new Russian airports with daring architecture, not only functionality but beauty, too. Saratov on the Volga River and with a population of some 850 thousand will have this airport up and running in 2019.
The Irkutsk airport will be modernized with this new terminal in 2020. Irkutsk is a city of 600 thousand people near the Lake Baikal.
Krasnodar, Russia’s fastest growing city, in the South of the country will get a new airport and air city hub by 2023.
This new terminal in Nalchik is due by 2020. Nalchik is a city of 300 thousand situated at an altitude of 550 meters (1,800 ft) in the foothills of the Caucasus Mountains.
Petropavlovsk-Kamchatsky is Russia’s easternmost big city situated on the Kamchatka Peninsula. Interestingly, Petropavlovsk-Kamchatsky is actually situated quite a bit eastward from Tokyo if you go by the latitude of geographic coordinates. That should really give you an idea how huge Russia is. This new airport terminal will be erected there by 2021.
As part of Putin’s drive to develop Russia’s Far East, Khabarovsk will get a new modern airport terminal by 2019. Further the airport will be developed into a logistic hub with an air city consisting of business centers, hotels and an exposition center. Khabarovsk, a city of more than half a million people, is located at the confluence of the Amur and Ussuri Rivers about 800 kilometers north of Vladivostok and only 30 kilometers from the Chinese border.
Chelyabinsk is just to the east of the Ural Mountains and 210 kilometers south of Yekaterinburg. This city with more than 1 million inhabitants will soon get this new airport terminal which is due in 2019. The construction was spurred by the BRICS and Shanghai Cooperation Organization summits to be held in Chelyabinsk in 2020.
Yuzhno-Sakhalinsk with a population of 200 thousand is on the Sakhalin island, one thousand kilometer west from the Kamchatka Peninsula. Their new airport terminal is due by end of 2019 so as to accommodate growing needs of tourism and business.
We will round off this survey with this impressive new airport terminal which will be erected in Gelendzhik. Gelendzhik is a Black Sea resort 250 kilometer west from Sochi. In fact, between Sochi and Anapa on the whole coast, there are no high quality resorts except for Gelendzhik, but this one is truly a gem. The new terminal will be built by 2021. Gelendzhik is the only one in our survey which does not presently have the status of international airport, but that should be taken care of by the time this new airport is done. With Gelendzhik completed, Russia’s Black Sea region will have six modern large airports – Sochi, Gelendzhik, Anapa, Simferopol, Krasnodar, Rostov-on-Don – in a matrix of roughly 300 kilometers between airport. That is an impressive density in itself and doubly remarkable considering there was not a single decent airport there before 2009. Considering also the road building happening in the region, the area is on its way to develop into a Russian Provence, with which it already shares the climate and nature.
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