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François Ozon's The Stranger is a lustrously beautiful and superbly realised modern take on Albert Camus's classic novella L'Etranger. Set in 1940s French Algeria, the film follows the story of Meursault, a sensitive white European who commits a racist act under the unbearable noonday sun.The film, shot in Morocco, boasts an almost supernaturally detailed sense of period and place. Ozon's adaptation brings a contemporary perspective to the book's themes of empire and race, making changes that include a critique of the original text. This approach perhaps loses some of the source material's brutal, heartless power and arguably some of the title's meaning.Meursault, played by Benjamin Voisin, is portrayed as a character with an unreadable expression of listless unconcern. His story unfolds through flashbacks, showing his dull office job in Algiers, his blank reaction to his mother's death, and his relationship with Marie, played by Rebecca Marder.The film's climax features Meursault's fatal encounter with the vengeful brother of Raymond's girlfriend, Djemila. When asked for a motive, Meursault simply says: “C’était à cause du soleil” – “It was because of the sun”. This response highlights the absurdity of the situation and the racist undertones of the act.Ozon's adaptation softens the argument presented in Camus's original work, and Meursault is ultimately condemned to death. The film emerges as a passionate act of ancestor worship in honour of a renowned French artwork, while also critiquing the original text and its representation of imperialism.

Vietnam’s gig‑economy is under pressure as fuel prices soar following the Iran‑related blockade of the Strait of Hormuz. Nguyen, an e‑hailing driver in Ho Chi Minh City, reported that a 7‑hour shift earned him 240,000 VND (≈$9.11) while fuel alone cost 120,000 VND (≈$4.56), wiping out half his income.Diesel prices have more than doubled and petrol has risen by almost 30 %, straining riders who rely on motorcycles – the dominant transport mode in a city of over 7 million two‑wheelers.In response, Prime Minister Pham Minh Chinh announced a temporary suspension of the environmental tax on diesel, petrol and aviation fuel until 15 April, a move that will forfeit an estimated $273 million in revenue but aims to curb the price surge.Experts warn the shock highlights Vietnam’s vulnerability to external conflicts. Nguyen Khac Giang, a visiting fellow at the ISEAS‑Yusof Ishak Institute, said the tax cut is essential to “keep macro‑economic stability intact” amid “turbulence outside Vietnam”.Beyond gig workers, the ripple effect reaches public transport and airlines. Bus operators have raised fares by 3,000 VND (≈$0.11) yet still face losses, while Vietnam Airlines and Vietjet have trimmed flight schedules.Gig workers lack collective bargaining power. Do Hai Ha, a University of Melbourne research fellow, noted that platform drivers “have no chance to negotiate with the platforms” and are excluded from minimum‑wage or overtime protections, forcing many to work longer hours for diminishing returns.Small‑scale entrepreneurs are also feeling the pinch. A fisherman from Binh Thuan reported that his catch price fell from 800,000 VND (≈$30) to 650,000 VND (≈$24) as fuel costs climbed, while a bus fare collector on route 13 said the company cannot absorb the higher fuel bill despite modest fare hikes.Households are cutting back on essential goods. Uyen Pham of Saigon Children’s Charity observed that the price of bottled cooking gas has nearly doubled, prompting low‑income families to revert to wood‑fuel stoves and limit travel to see relatives.The crisis is prompting a strategic rethink on energy policy. Giang warned that Vietnam’s reliance on just two refineries – which currently meet only 40 % of national petrol demand – is unsustainable, urging accelerated investment in domestic refining capacity.Corporate responses are already shifting. Vingroup, the country’s largest conglomerate, announced it would pause a planned LNG‑fired power plant and redirect funds to renewable projects, citing “significant risk of high fuel prices” linked to the war.For workers like Duy, who runs a café near a petrol station, the tax suspension offers modest relief: projected price cuts of about 25 % for petrol and 5 % for diesel could ease daily expenses that had briefly doubled.

In the face of rising fuel costs, Sydney commuters are increasingly turning to bicycles as a viable alternative for their daily commutes. This shift is reminiscent of Copenhagen's response to the 1970s global oil crisis, where the city dramatically expanded its bicycle network.Recent data shows a significant increase in cycling activity in Sydney. In March, there were 600,000 bike-sharing trips in the City of Sydney, a 25% increase from the previous month. Additionally, thousands of cars have disappeared from Sydney's roads, with car traffic falling by around 5% in March compared to the previous year on major arterial roads.The surge in cycling is also reflected in the sales of electric bikes. At 99 Bikes, ebike sales have surged by 136% year on year in the past week. Bike retailers are experiencing booming business, with many customers citing high petrol prices as the reason for purchasing a bicycle or ebike.According to Australian Automobile Association (AAA) data, in the last quarter of 2025, the average Australian household spent about $453 per week on car-running costs. With unleaded petrol prices peaking at almost 260c per litre in April, a 50% increase from last year, the financial incentive for switching to bicycles is clear.Experts see this trend as an opportunity for a green revolution in transportation. Peter McLean, the CEO of Bicycle NSW, suggests that governments should capitalize on the cycling boon by investing heavily in active transport infrastructure rather than relying on short-term fuel excises.

Australia’s recent fuel squeeze is reshaping the second‑hand car market, with used electric vehicles (EVs) now commanding higher prices while traditional petrol and diesel models face steep discounts.MotorMetrics’ live inventory data shows that dealers have lifted prices on a range of EVs, most notably a more than 6% increase for the Tesla Model Y during the final two weeks of March. Similar upward pressure is evident for the Model 3, MG4 and Polestar 2, indicating dealer confidence that new stock will settle at these elevated levels.At the same time, the supply of used EVs is tightening, creating a classic demand‑supply imbalance that fuels price growth.Conversely, the same data reveal that many used diesel and petrol vehicles have been slashed by as much as 20%, reflecting a rapid shift in consumer preference toward electric power as fuel costs climb.Rental platform Turo reports a 70% jump in bookings for EVs and hybrids compared with the same period last year. Managing director Rob Chan describes the surge as a “unique wave of consumer interest” reminiscent only of the post‑pandemic “revenge travel” boom.Australia’s EV fleet is expanding steadily; the Electric Vehicle Council estimates that over 454,000 battery‑electric and plug‑in hybrid vehicles were on the road at the end of 2025, giving EVs roughly 13% of new car purchases. Analysts expect this share to rise further as more models enter the market and charging infrastructure improves.Economist Peter Esho warns that while oil shocks are not new, this one “could very well be one of the last”, as the current price environment makes EVs a financially sensible alternative for many drivers.Petrol prices rose almost daily throughout March across major cities, only easing after a government fuel‑excise cut. In parallel, Commonwealth Bank data shows a 161% increase in weekly loan volume for new battery‑electric vehicles in March versus February, underscoring growing consumer financing for EVs.Individual stories echo the broader trend. Sydney motorist Har Rai Singh, who rented several EVs through Turo to test long‑distance capability, says he now sees little reason to stick with a combustion engine, noting that “people are waiting for petrol pumps and paying over $100 to fill a tank – it doesn’t make sense any more to hold on to a combustion engine.”

Nepal’s cabinet approved a shift to a five‑day work week for government offices and schools, extending the weekend to both Saturday and Sunday in response to an escalating fuel crisis. Government spokesperson Sasmit Pokharel told reporters that the decision was taken because “the present uncomfortable situation caused by fuel supply” necessitates closing public institutions for two days each week. Previously, civil servants enjoyed only a single day off on Saturday; offices will now operate 9 a.m. to 5 p.m., Monday through Friday. Pokharel added that the government is also examining legal avenues to convert petrol and diesel vehicles to electric power, though details remain pending. Nepal, a landlocked country of roughly 30 million people, imports virtually all of its fossil fuels from India, leaving it highly vulnerable to international price shocks. The ongoing US‑Israel war with Iran has sharply curtailed global oil supplies, causing Nepal’s aviation fuel prices to almost double in a single day. The state‑owned Nepal Oil Corp reported heavy losses on petroleum products despite modest price hikes, prompting authorities to sell half‑filled cooking‑gas cylinders last month to deter hoarding and panic buying. Tourism, a cornerstone of Nepal’s economy, faces a new threat as airlines raise airfares following the steep rise in aviation fuel costs. Higher travel expenses could dampen inbound visitor numbers, compounding economic pressures. The fuel crunch stems from the broader Middle‑East turmoil that intensified after the United States and Israel launched a joint offensive against Iran on 28 February. Tehran’s retaliatory drone and missile strikes across the region have disrupted global markets and aviation, amplifying the scarcity of fuel supplies that ripple to landlocked neighbours like Nepal. By shortening the work week, the Nepali government hopes to reduce non‑essential fuel consumption, ease pressure on already strained energy imports, and buy time for longer‑term solutions such as electrification of transport.

The former boss of the Co-op collected almost £2m before her sudden departure last month despite a difficult year when the retailer was pushed into the red by a damaging cyber hack.Shirine Khoury-Haq’s total annual pay package amounted to £1.9m in 2025, including a £165,000 “rewarding growth” bonus that was approved by the mutual’s board despite falling sales and the slide to an underlying loss of £125m.Khoury-Haq and other executives did not receive their regular annual bonus as the board said the company had not met an “affordability underpin” to make the payout. However, Khoury-Haq’s total pay did include a long-term performance bonus linked to earlier years.In the Co-op Group’s annual report, the remuneration committee said it had decided to pay out 10% of the three-year potential total for the new “rewarding growth” incentive plan, which goes to all staff. Full-time, frontline workers, such as shop floor staff, who were employed for all of 2025 received £100 each under the scheme.The report did not say if Khoury-Haq would receive any compensation for loss of office on her departure but did make clear she would not receive any more from the “rewarding growth” scheme. Kate Allum, a board member and former boss of the dairy group First Milk, will step in as the interim chief executive while a permanent replacement is sought.Khoury-Haq’s departure after four years heading the company, and almost seven at the business, came a month after reports of concerns about the culture at the top of the group. Last week, Khoury-Haq denied that her resignation was linked to the allegations of a toxic culture. “My decision to leave was very much a personal decision,” she said. “The reason is I want to go and do something else.”

Pure Cremation's research found that while the overall average increase in funeral costs between January and late March was 1.3%, this disguised regional variations. In London, the average figure increased by almost 2%, or £116. In Scotland, the increase was just over 2%.

James, the Manchester‑originated nine‑piece, have turned a five‑decade career into a living testament to longevity, headlining arenas while celebrating the surprise success of their 2024 album Yummy, which finally secured a UK No.1 spot 42 years after the band first formed.The group continues to defy conventional touring formulas. Frontman Tim Booth describes their shows as “crazy, idiosyncratic,” with nightly set‑list revisions and unreleased songs that often lack finished lyrics. One such piece, the eight‑minute “Nantucket,” features a wordless chorus, an electro‑violin groove and verses that proclaim a mission to inspire, embodying the band’s experimental spirit.Rather than relying solely on a greatest‑hits marathon, the two‑hour, 21‑song performance weaves in moody interludes, deep‑cut selections, and influences ranging from Brian Eno’s ambient textures to the pulsating beats of Italian house. Lyrical barbs aimed at billionaires and organized religion sit alongside anthemic warmth, creating a communal atmosphere. The opening number “Come Home” subtly nods to Booth’s Leeds roots, while trumpeter Andy Diagram sports a “No more war” T‑shirt, and Booth often reaches out to audience members, reinforcing the show’s inclusive vibe.Driving the rhythm is veteran drummer David Baynton‑Power, complemented by recent additions Chloe Alper and Debbie Knox‑Hewson, who inject fresh sonic layers. Booth, now 66, remains the band’s charismatic talisman, occasionally appearing on a balcony for “Born of Frustration” and the soaring “Say Something,” moments that feel almost ritualistic. Arena‑sized sing‑alongs erupt during “Getting Away With It (All Messed Up)” and the classic “Sit Down,” and when Booth finally dives off the stage, he is hoisted aloft by a sea of hands, underscoring the band’s unique connection with fans.The concert at P&J Live in Aberdeen on 7 April exemplified why James remains a special, brilliant force in live music, continuing a tour that proves their relevance and humanity endure across generations.

Even before the season began, the fixture list hinted that March would become a turning point for Newcastle United. A run to the Champions League quarter‑finals and a victory in the Tyne‑Wear derby could have silenced many critics, while a third Carabao Cup final would have forced the derby’s postponement. In the Champions League round‑of‑16, Newcastle appeared stronger at home against Barcelona, only to be undone by a late penalty. The away leg saw them threaten early on, but a second‑half collapse resulted in a 7‑2 defeat, widening the perceived gap between the sides. The derby itself illustrated the team’s frailties. Newcastle led at halftime and struck the post, yet they finished with the fifth‑worst second‑half record in the Premier League. Sunderland equalised through Brian Brobbey, fed by a simple Granit Xhaka pass, exploiting the space that Newcastle’s midfield surrendered late in the game. These setbacks have sparked serious speculation about manager Eddie Howe’s future. Chief executive David Hopkinson offered no clear endorsement, stating only that “we’ll talk about the future when it’s time,” a comment that many interpreted as a warning. Howe arrived in November 2021, a month after the Saudi‑led acquisition of the club, and quickly guided Newcastle into the modern era: two Champions League qualifications, a historic Carabao Cup triumph – the first domestic trophy in 70 years – and a generally steady league performance. Until last season, there was little talk of his dismissal. However, the current crisis is less about tactics than about recruitment. With no sporting director, Howe’s nephew Andy Howe and scout Steve Nickson oversaw most signings last summer, a structure that has drawn criticism. The sale of Alexander Isak to Liverpool was widely regarded as mishandled. The club allowed the protracted saga to dominate the window, missing an opportunity to maximise the fee and reinvest in squad depth, or to negotiate a swap that could have brought Hugo Ekitiké to Newcastle. Summer acquisitions have added little stability. While Sandro Tonali, Anthony Gordon and Tino Livramento are rumored to be on their way out, Yoane Wissa suffered an early injury and new signing Nick Woltemade arrived without a clear role. Of the incoming players, only Malick Thiaw has made a noticeable impact. Consequently, the squad lacks the depth required for simultaneous Champions League commitments, a Carabao Cup semi‑final run, and a fifth‑round FA Cup tie. The fatigue evident in many second‑half performances is therefore unsurprising. Underlying these on‑field issues are broader structural problems. Dan Ashworth’s departure for Manchester United left a void that successor Paul Mitchell could not fill; his exit after clashes with ownership – and reportedly with Howe over player conditioning – created a leadership vacuum. Ross Wilson, appointed sporting director in October with Howe’s blessing, now faces the daunting task of rebuilding a fragmented recruitment process. Financial pressures add another layer of complexity. The recent sale of the stadium to a club subsidiary, coupled with a looming UEFA fine for 2025, has strained resources. While the Champions League revenue and the Isak transfer may alleviate some of the strain, the shift to an “unanchored” squad‑cost ratio favours owners with deep pockets, leaving the club’s commitment from the Public Investment Fund uncertain amid broader Saudi retrenchment. Notably, discussions of a new stadium have been absent for almost a year. Hopkinson’s description of Newcastle as a “trading club” appears realistic, yet his remarks also hint at an upcoming exodus of players such as Tonali, Gordon and Livramento. Even if the broader economic climate softens, the likely absence of Champions League football next season could further limit Newcastle’s ability to attract top talent. Ultimately, the core issue is governance. While Howe’s tactical acumen may improve without the demands of European competition, the club’s ambition to become a modern, well‑structured organisation may require a change in leadership. His departure could be the catalyst needed for a comprehensive cultural and structural overhaul.