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The 2022 Mercedes-Benz EQS stakes its claim on a luxury, electric future

A day spent driving a pre-production 2022 Mercedes Benz EQS provided an up-close look at what the German automaker has been doing with the billions of dollars it has dedicated to electrification. The EQS is a meticulously designed flagship sedan that…

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A day spent driving a pre-production 2022 Mercedes Benz EQS provided an up-close look at what the German automaker has been doing with the billions of dollars it has dedicated to electrification.

The EQS is a meticulously designed flagship sedan that brings together the automaker’s MBUX infotainment system, a new electric platform and advancements in performance. It is an unapologetic pursuit to set a new benchmark for a full-size luxury sedan that happens to be electric.

The luxury electric sedan is meant to show American consumers what Mercedes can deliver (and will) in the future with EVs. And the stakes are high. The German automaker is banking on a successful rollout of the EQS in North America.

Mercedes-Benz-EQS

Image Credits: Mercedes-Benz

“It’s the beginning of a complete new era, because so far we had a completely flexible platform in place with hybrids, ICE, and BEVs,” said Christophe Starzynski, head of the EQ brand, who added that Mercedes will add three additional electric vehicles to its U.S. portfolio by 2025, including the EQE and two additional SUVs. “This is the first time that we really designed and developed and put all the technology in a battery electric vehicle.”

The EQS is the 17-foot long flagship derivative of the S-Class, Mercedes-Benz’s top-of-the-line luxury sedan that has a base price of $110,000. (So far, pricing on EQS hasn’t been revealed.) It’s stocked with its best tech to date. While most customers won’t appreciate all the doodads optioned on this car, they might enjoy knowing it’s all stored in that extensive infotainment cloud, or only a software update away.

The first drive

A fully loaded EQS is such a leap forward that it makes the new S Class already feel of another era.

The EQS 580 4Matic model I tested came spec’d out with the 56-inch Hyperscreen, head up display, acoustic glass, rear seat entertainment and an air filtration system, which Starzynski said pre-dates the pandemic, but naturally feels very of the moment.

At writing, the car’s exterior details are under wraps until its reveal April 15. The version I tested was partially cloaked, so I can’t tell you much about the sculpted nuances of its A pillar.

Mercedes-Benz-EQS

Image Credits: Mercedes-Benz

My five-year-old daughter accompanied me on the test drive. We started at the Mercedes Manhattan dealership, where EQS was displayed in the store window. As I approached the car, the driver door automatically swung open with great fanfare. From the vantage point of her booster seat, my daughter played with the rear screen that hovered in front of her. She selected ambient lighting in pink and purple hues for the cabin. Her top takeaway: “It’s a sparkly rainbow ride.”

The backseat experience actually matters quite a bit, because EQS is chauffeur friendly, a prereq for luxury cars in China, the hub for EV sales for the next decade.

Mercedes EQS

Image Credits: Mercedes-Benz

Meanwhile, up front, for a tall person like myself, the spacious driver seat — accented by the pillow that cradled the base of my neck — was one the most comfortable rides I’ve had. Once belted in, the car is all mood. Cue the lighting and sound design bells and whistles.

As much as I could appreciate the sensation of sonic silver waves to compensate for that faint EV whir, we soon opted to blast the five year old’s current favorite Barbie soundtrack from the billowing set of 15 Burmester speakers. (There are unfortunate compromises involved in bringing a five year old along for the ride.)

Everything in the EQS emanates from the 56-inch Hyperscreen OLED, which is divided into three separate displays spanning door-to-door. In person, it’s not as intrusive as it appears in photos. Its elliptical contour has a gamer-like cockpit sensibility.

The MBUX functions are housed on the main 17.7-inch OLED screen, to the right of the steering wheel. The passenger can opt to personalize their own touchscreen, too. Inside the powerful computation system is 24-gigabytes of RAM and 46.4 GB per second RAM memory, and eight CPU cores.

Mercedes EQS

Image Credits: Mercedes-Benz

The user experience

Simplicity is a hallmark of good design, embodied in the best of Apple products. In contrast, Mercedes has always been big on delivering a dizzying set of user experience options and providing multiple approaches to access information. That inclination carries over in the EQS, using controls on the steering wheel, arm rest, and main screen. On test drives, I find multiple options for controls distracting. I am never sure if it’s because I haven’t had the time to fully adapt, in the same way that a new feature on a smartphone takes a couple weeks to get used to, or if it’s plain overkill. I noted the heads up display, but it was one place too many to look during the time I spent in the car.

Mercedes-Benz-EQS

Image Credits: Mercedes-Benz

What intrigued me is that the MBUX system studies driver behavior over time. By the end of my ride, the screen module reminded me that perhaps I would like to tee up my active seat massage once more. In short, I could bypass the other controls and focus on what I wanted to use most. Voice commands were decent, though my high pitch tenor managed to stump the system. I have yet to meet an automotive voice system that understands me all the time.

There’s no room for analog in the EQS experience. The graphics are crisp, multidimensional-dimensional, and clear. One downside was that my fingerprints smudged on the touchscreens. Pro tip: bring along a good screen spritzer and cloth before shooting photos. Another small grip was that the steering wheel seemed to be designed for a person with much larger hands than mine, and it was a little awkward to access all the functions stored on the wheel, which forced me to glance down to find the right spots. I ended up relying on the MBUX center screen to adjust settings.

My favorite part of the EQS user experience is how it handled messaging about range. At all times, the various screens on the dash displayed how many miles I had left, if my calculations for my destination were realistic, and mapped where I could go to charge.

The range

About that battery. The model I drove had a 107.8 kWh battery pack powering two electric motors used in the all-wheel-drive system. The range according to European testing is 470 miles, but could drop down according to U.S. EPA testing standards. I drove about 125 miles roundtrip from Manhattan to a little town called Beacon and back without even worrying about recharging.

Mercedes EQS

Image Credits: Mercedes Benz

I pulled up the screen to plot out ChargePoint options presented one click away. It also distinguishes which stations have 200 kW DC fast-chargers available, which Mercedes says take about 15 minutes to recharge. To assuage consumers on battery life, Mercedes has added a warranty that covers loss of capacity of the battery, valid for a decade after purchase, or up 150,000 miles.

The takeaway

The drive itself delivered powerful performance, as one would expect with 517 hp and 406 lb-ft of torque at work. The EQS beats out competitors drag coefficient at .20, which is a fun car enthusiast fact, but not essential knowledge for regular drivers.

It always takes a moment to get comfortable driving a long saloon, but like the S Class, the EQS handles its proportions with grace, and it turns with ease due to standard rear-wheel steering. It mirrors the S-Class safety features and ADAS systems. The drive settings include classic and sport, achievable through steering wheel controls or through the armrest. I am generally a sporty driver, and I liked the peppy feedback that this mode delivered.

“Of course we will be developing it further,” Starzysnki said, adding that the ADAS features will improve via software updates. Customizable updates such as light settings are also available for download.

The biggest differentiator of the EQS drive is its battery recuperation system. Intelligent recuperation mode optimizes the battery and controls driver actions. Normal recuperation dialed down the interference. I played around with one-pedal driving on the highway. Drivers can also choose no support at all.

Mercedes-Benz-EQS

Image Credits: Mercedes-Benz

Mainstream EV adoption in the United States feels like its right around the corner — and it could come even faster than expected if President Biden’s infrastructure plan passes. But automakers will need to do much more than edge out Tesla if they hope to capture the attention and dollars of U.S. consumers. EVs accounted for just 1.8% of U.S. car sales in 2020, according to Experian and reported in Automotive News.

Sweeping change takes time, money and a long-term commitment. The next level Mercedes-Benz EQS edges the playing field one step closer to the tipping point when the EV part of the architecture is no longer newsworthy, but the expectation for a luxury vehicle.

(Disclosure: In 2018, I was a Mercedes-Benz EQ fellow for the Summit Series program, which was sponsored by the automaker, and I was featured on the EQ homepage.)

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The next pandemic? It’s already here for Earth’s wildlife

Bird flu is decimating species already threatened by climate change and habitat loss.

I am a conservation biologist who studies emerging infectious diseases. When people ask me what I think the next pandemic will be I often say that we are in the midst of one – it’s just afflicting a great many species more than ours.

I am referring to the highly pathogenic strain of avian influenza H5N1 (HPAI H5N1), otherwise known as bird flu, which has killed millions of birds and unknown numbers of mammals, particularly during the past three years.

This is the strain that emerged in domestic geese in China in 1997 and quickly jumped to humans in south-east Asia with a mortality rate of around 40-50%. My research group encountered the virus when it killed a mammal, an endangered Owston’s palm civet, in a captive breeding programme in Cuc Phuong National Park Vietnam in 2005.

How these animals caught bird flu was never confirmed. Their diet is mainly earthworms, so they had not been infected by eating diseased poultry like many captive tigers in the region.

This discovery prompted us to collate all confirmed reports of fatal infection with bird flu to assess just how broad a threat to wildlife this virus might pose.

This is how a newly discovered virus in Chinese poultry came to threaten so much of the world’s biodiversity.

H5N1 originated on a Chinese poultry farm in 1997. ChameleonsEye/Shutterstock

The first signs

Until December 2005, most confirmed infections had been found in a few zoos and rescue centres in Thailand and Cambodia. Our analysis in 2006 showed that nearly half (48%) of all the different groups of birds (known to taxonomists as “orders”) contained a species in which a fatal infection of bird flu had been reported. These 13 orders comprised 84% of all bird species.

We reasoned 20 years ago that the strains of H5N1 circulating were probably highly pathogenic to all bird orders. We also showed that the list of confirmed infected species included those that were globally threatened and that important habitats, such as Vietnam’s Mekong delta, lay close to reported poultry outbreaks.

Mammals known to be susceptible to bird flu during the early 2000s included primates, rodents, pigs and rabbits. Large carnivores such as Bengal tigers and clouded leopards were reported to have been killed, as well as domestic cats.

Our 2006 paper showed the ease with which this virus crossed species barriers and suggested it might one day produce a pandemic-scale threat to global biodiversity.

Unfortunately, our warnings were correct.

A roving sickness

Two decades on, bird flu is killing species from the high Arctic to mainland Antarctica.

In the past couple of years, bird flu has spread rapidly across Europe and infiltrated North and South America, killing millions of poultry and a variety of bird and mammal species. A recent paper found that 26 countries have reported at least 48 mammal species that have died from the virus since 2020, when the latest increase in reported infections started.

Not even the ocean is safe. Since 2020, 13 species of aquatic mammal have succumbed, including American sea lions, porpoises and dolphins, often dying in their thousands in South America. A wide range of scavenging and predatory mammals that live on land are now also confirmed to be susceptible, including mountain lions, lynx, brown, black and polar bears.

The UK alone has lost over 75% of its great skuas and seen a 25% decline in northern gannets. Recent declines in sandwich terns (35%) and common terns (42%) were also largely driven by the virus.

Scientists haven’t managed to completely sequence the virus in all affected species. Research and continuous surveillance could tell us how adaptable it ultimately becomes, and whether it can jump to even more species. We know it can already infect humans – one or more genetic mutations may make it more infectious.

At the crossroads

Between January 1 2003 and December 21 2023, 882 cases of human infection with the H5N1 virus were reported from 23 countries, of which 461 (52%) were fatal.

Of these fatal cases, more than half were in Vietnam, China, Cambodia and Laos. Poultry-to-human infections were first recorded in Cambodia in December 2003. Intermittent cases were reported until 2014, followed by a gap until 2023, yielding 41 deaths from 64 cases. The subtype of H5N1 virus responsible has been detected in poultry in Cambodia since 2014. In the early 2000s, the H5N1 virus circulating had a high human mortality rate, so it is worrying that we are now starting to see people dying after contact with poultry again.

It’s not just H5 subtypes of bird flu that concern humans. The H10N1 virus was originally isolated from wild birds in South Korea, but has also been reported in samples from China and Mongolia.

Recent research found that these particular virus subtypes may be able to jump to humans after they were found to be pathogenic in laboratory mice and ferrets. The first person who was confirmed to be infected with H10N5 died in China on January 27 2024, but this patient was also suffering from seasonal flu (H3N2). They had been exposed to live poultry which also tested positive for H10N5.

Species already threatened with extinction are among those which have died due to bird flu in the past three years. The first deaths from the virus in mainland Antarctica have just been confirmed in skuas, highlighting a looming threat to penguin colonies whose eggs and chicks skuas prey on. Humboldt penguins have already been killed by the virus in Chile.

A colony of king penguins.
Remote penguin colonies are already threatened by climate change. AndreAnita/Shutterstock

How can we stem this tsunami of H5N1 and other avian influenzas? Completely overhaul poultry production on a global scale. Make farms self-sufficient in rearing eggs and chicks instead of exporting them internationally. The trend towards megafarms containing over a million birds must be stopped in its tracks.

To prevent the worst outcomes for this virus, we must revisit its primary source: the incubator of intensive poultry farms.

Diana Bell does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.

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A major cruise line is testing a monthly subscription service

The Cruise Scarlet Summer Season Pass was designed with remote workers in mind.

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While going on a cruise once meant disconnecting from the world when between ports because any WiFi available aboard was glitchy and expensive, advances in technology over the last decade have enabled millions to not only stay in touch with home but even work remotely.

With such remote workers and digital nomads in mind, Virgin Voyages has designed a monthly pass that gives those who want to work from the seas a WFH setup on its Scarlet Lady ship — while the latter acronym usually means "work from home," the cruise line is advertising as "work from the helm.”

Related: Royal Caribbean shares a warning with passengers

"Inspired by Richard Branson's belief and track record that brilliant work is best paired with a hearty dose of fun, we're welcoming Sailors on board Scarlet Lady for a full month to help them achieve that perfect work-life balance," Virgin Voyages said in announcing its new promotion. "Take a vacation away from your monotonous work-from-home set up (sorry, but…not sorry) and start taking calls from your private balcony overlooking the Mediterranean sea."

A man looks through his phone while sitting in a hot tub on a cruise ship.

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This is how much it'll cost you to work from a cruise ship for a month

While the single most important feature for successful work at sea — WiFi — is already available for free on Virgin cruises, the new Scarlet Summer Season Pass includes a faster connection, a $10 daily coffee credit, access to a private rooftop, and other member-only areas as well as wash and fold laundry service that Virgin advertises as a perk that will allow one to concentrate on work

More Travel:

The pass starts at $9,990 for a two-guest cabin and is available for four monthlong cruises departing in June, July, August, and September — each departs from ports such as Barcelona, Marseille, and Palma de Mallorca and spends four weeks touring around the Mediterranean.

Longer cruises are becoming more common, here's why

The new pass is essentially a version of an upgraded cruise package with additional perks but is specifically tailored to those who plan on working from the ship as an opportunity to market to them.

"Stay connected to your work with the fastest at-sea internet in the biz when you want and log-off to let the exquisite landscape of the Mediterranean inspire you when you need," reads the promotional material for the pass.

Amid the rise of remote work post-pandemic, cruise lines have been seeing growing interest in longer journeys in which many of the passengers not just vacation in the traditional sense but work from a mobile office.

In 2023, Turkish cruise line operator Miray even started selling cabins on a three-year tour around the world but the endeavor hit the rocks after one of the engineers declared the MV Gemini ship the company planned to use for the journey "unseaworthy" and the cruise ship line dealt with a PR scandal that ultimately sank the project before it could take off.

While three years at sea would have set a record as the longest cruise journey on the market, companies such as Royal Caribbean  (RCL) (both with its namesake brand and its Celebrity Cruises line) have been offering increasingly long cruises that serve as many people’s temporary homes and cross through multiple continents.

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As the pandemic turns four, here’s what we need to do for a healthier future

On the fourth anniversary of the pandemic, a public health researcher offers four principles for a healthier future.

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John Gomez/Shutterstock

Anniversaries are usually festive occasions, marked by celebration and joy. But there’ll be no popping of corks for this one.

March 11 2024 marks four years since the World Health Organization (WHO) declared COVID-19 a pandemic.

Although no longer officially a public health emergency of international concern, the pandemic is still with us, and the virus is still causing serious harm.

Here are three priorities – three Cs – for a healthier future.

Clear guidance

Over the past four years, one of the biggest challenges people faced when trying to follow COVID rules was understanding them.

From a behavioural science perspective, one of the major themes of the last four years has been whether guidance was clear enough or whether people were receiving too many different and confusing messages – something colleagues and I called “alert fatigue”.

With colleagues, I conducted an evidence review of communication during COVID and found that the lack of clarity, as well as a lack of trust in those setting rules, were key barriers to adherence to measures like social distancing.

In future, whether it’s another COVID wave, or another virus or public health emergency, clear communication by trustworthy messengers is going to be key.

Combat complacency

As Maria van Kerkove, COVID technical lead for WHO, puts it there is no acceptable level of death from COVID. COVID complacency is setting in as we have moved out of the emergency phase of the pandemic. But is still much work to be done.

First, we still need to understand this virus better. Four years is not a long time to understand the longer-term effects of COVID. For example, evidence on how the virus affects the brain and cognitive functioning is in its infancy.

The extent, severity and possible treatment of long COVID is another priority that must not be forgotten – not least because it is still causing a lot of long-term sickness and absence.

Culture change

During the pandemic’s first few years, there was a question over how many of our new habits, from elbow bumping (remember that?) to remote working, were here to stay.

Turns out old habits die hard – and in most cases that’s not a bad thing – after all handshaking and hugging can be good for our health.

But there is some pandemic behaviour we could have kept, under certain conditions. I’m pretty sure most people don’t wear masks when they have respiratory symptoms, even though some health authorities, such as the NHS, recommend it.

Masks could still be thought of like umbrellas: we keep one handy for when we need it, for example, when visiting vulnerable people, especially during times when there’s a spike in COVID.

If masks hadn’t been so politicised as a symbol of conformity and oppression so early in the pandemic, then we might arguably have seen people in more countries adopting the behaviour in parts of east Asia, where people continue to wear masks or face coverings when they are sick to avoid spreading it to others.

Although the pandemic led to the growth of remote or hybrid working, presenteeism – going to work when sick – is still a major issue.

Encouraging parents to send children to school when they are unwell is unlikely to help public health, or attendance for that matter. For instance, although one child might recover quickly from a given virus, other children who might catch it from them might be ill for days.

Similarly, a culture of presenteeism that pressures workers to come in when ill is likely to backfire later on, helping infectious disease spread in workplaces.

At the most fundamental level, we need to do more to create a culture of equality. Some groups, especially the most economically deprived, fared much worse than others during the pandemic. Health inequalities have widened as a result. With ongoing pandemic impacts, for example, long COVID rates, also disproportionately affecting those from disadvantaged groups, health inequalities are likely to persist without significant action to address them.

Vaccine inequity is still a problem globally. At a national level, in some wealthier countries like the UK, those from more deprived backgrounds are going to be less able to afford private vaccines.

We may be out of the emergency phase of COVID, but the pandemic is not yet over. As we reflect on the past four years, working to provide clearer public health communication, avoiding COVID complacency and reducing health inequalities are all things that can help prepare for any future waves or, indeed, pandemics.

Simon Nicholas Williams has received funding from Senedd Cymru, Public Health Wales and the Wales Covid Evidence Centre for research on COVID-19, and has consulted for the World Health Organization. However, this article reflects the views of the author only, in his academic capacity at Swansea University, and no funding or organizational bodies were involved in the writing or content of this article.

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