It’s unpretentious design that serves its purpose.

Researchers unexpectedly discovered toxic airborne pollutants in Oklahoma. The image above depicts a field in Oklahoma. Credit: Shutterstock University of Colorado Boulder researchers made the first-ever airborne detection of Medium Chain Chlorinated Paraffins (MCCPs) in the Western Hemisphere. Sometimes, scientific research feels a lot like solving a mystery. Scientists head into the field with a clear goal and a solid hypothesis, but then the data reveals something surprising. That’s when the real detective work begins. This is exactly what happened to a team from the University of Colorado Boulder during a recent field study in rural Oklahoma. They were using a state-of-the-art instrument to track how tiny particles form and grow in the air. But instead of just collecting expected data, they uncovered something completely new: the first-ever airborne detection of Medium Chain Chlorinated Paraffins (MCCPs), a kind of toxic organic pollutant, in the Western Hemisphere. The teams findings were published in ACS Environmental Au. “It’s very exciting as a scientist to find something unexpected like this that we weren’t looking for,” said Daniel Katz, CU Boulder chemistry PhD student and lead author of the study. “We’re starting to learn more about this toxic, organic pollutant that we know is out there, and which we need to understand better.” MCCPs are currently under consideration for regulation by the Stockholm Convention, a global treaty to protect human health from long-standing and widespread chemicals. While the toxic pollutants have been measured in Antarctica and Asia, researchers haven’t been sure how to document them in the Western Hemisphere’s atmosphere until now. From Wastewater to Farmlands MCCPs are used in fluids for metal working and in the construction of PVC and textiles. They are often found in wastewater and as a result, can end up in biosolid fertilizer, also called sewage sludge, which is created when liquid is removed from wastewater in a treatment plant. In Oklahoma, researchers suspect the MCCPs they identified came from biosolid fertilizer in the fields near where they set up their instrument. “When sewage sludges are spread across the fields, those toxic compounds could be released into the air,” Katz said. “We can’t show directly that that’s happening, but we think it’s a reasonable way that they could be winding up in the air. Sewage sludge fertilizers have been shown to release similar compounds.” MCCPs little cousins, Short Chain Chlorinated Paraffins (SCCPs), are currently regulated by the Stockholm Convention, and since 2009, by the EPA here in the United States. Regulation came after studies found the toxic pollutants, which travel far and last a long time in the atmosphere, were harmful to human health. But researchers hypothesize that the regulation of SCCPs may have increased MCCPs in the environment. “We always have these unintended consequences of regulation, where you regulate something, and then there’s still a need for the products that those were in,” said Ellie Browne, CU Boulder chemistry professor, CIRES Fellow, and co-author of the study. “So they get replaced by something.” Measurement of aerosols led to a new and surprising discovery Using a nitrate chemical ionization mass spectrometer, which allows scientists to identify chemical compounds in the air, the team measured air at the agricultural site 24 hours a day for one month. As Katz cataloged the data, he documented the different isotopic patterns in the compounds. The compounds measured by the team had distinct patterns, and he noticed new patterns that he immediately identified as different from the known chemical compounds. With some additional research, he identified them as chlorinated paraffins found in MCCPs. Katz says the makeup of MCCPs are similar to PFAS, long-lasting toxic chemicals that break down slowly over time. Known as “forever chemicals,” their presence in soils recently led the Oklahoma Senate to ban biosolid fertilizer. Now that researchers know how to measure MCCPs, the next step might be to measure the pollutants at different times throughout the year to understand how levels change each season. Many unknowns surrounding MCCPs remain, and there’s much more to learn about their environmental impacts. “We identified them, but we still don’t know exactly what they do when they are in the atmosphere, and they need to be investigated further,” Katz said. “I think it’s important that we continue to have governmental agencies that are capable of evaluating the science and regulating these chemicals as necessary for public health and safety.” Reference: “Real-Time Measurements of Gas-Phase Medium-Chain Chlorinated Paraffins Reveal Daily Changes in Gas-Particle Partitioning Controlled by Ambient Temperature” by Daniel John Katz, Bri Dobson, Mitchell Alton, Harald Stark, Douglas R. Worsnop, Manjula R. Canagaratna and Eleanor C. Browne, 5 June 2025, ACS Environmental Au. DOI: 10.1021/acsenvironau.5c00038 Never miss a breakthrough: Join the SciTechDaily newsletter.

Taurine supplements have been considered promising for delaying ageing, but that may not be the caseShutterstock / Eugeniusz Dudzinski The amino acid taurine was once thought to decline with age, and animal research suggested that taurine supplements could delay ageing. But a new study shows that the decline doesn’t happen consistently. In fact, taurine levels tend to increase in people over time, suggesting that low levels of the nutrient aren’t a driver of ageing. Previous research has shown that taurine concentrations decline in men as they age and that people with higher taurine levels at 60 years old tend to have better health outcomes. This, along with evidence that taurine supplements extend lifespan in mice and monkeys, suggested that low taurine contributes to ageing.Advertisement The trouble is that taurine fluctuates in response to other factors too, such as illness, stress and diet – therefore, declines in this key amino acid may not be due to ageing. Maria Emilia Fernandez at the National Institute on Aging in Maryland and her colleagues analysed taurine levels in 742 people between 26 and 100 years old. The participants, about half of whom were women, didn’t have underlying health conditions and provided three to five blood samples between January 2006 and October 2018. On average, taurine levels were almost 27 per cent higher in women at 100 years old than at 26 years old and rose about 6 per cent in men between the ages of 30 and 97. Similar results were seen in 32 monkeys that underwent three to seven blood draws between 3 and 32 years of age. Between 5 and 30 years of age, taurine levels rose 72 per cent in female monkeys and 27 per cent in male monkeys, on average. Together, these findings indicate that taurine levels are not a reliable indication of ageing. What’s more, taurine levels also varied widely between people and even within individuals over time, suggesting that other environmental factors influence them, says Fernandez. Get the most essential health and fitness news in your inbox every Saturday. Sign up to newsletter However, some people may still benefit from taurine supplementation, says Fernandez, pointing to studies that show it helps regulate blood sugar in people with type 2 diabetes or obesity. But whether it can delay ageing in otherwise healthy people is an open question. Vijay Yadav at Rutgers University in New Jersey says he and his colleagues are currently conducting a clinical trial of taurine supplementation in middle-aged adults. “We hope to finish the trial by the end of 2025,” he says. “Hopefully it will generate sufficiently rigorous data to show whether or not taurine supplementation delays the pace of ageing in humans or increases health and fitness.” Journal reference:Science DOI: 10.1126/science.adl2116 Article amended on 5 June 2025We corrected Vijay Yadav's affiliationTopics:

The ways roads are used, with ever larger and heavier vehicles, have dramatic consequences on the environment – and electric cars are not the answer Today, there is an average of 37 tonnes of road per inhabitant of the planet. The weight of the road network alone accounts for a third of all construction worldwide, and has grown exponentially in the 20th century. There is 10 times more bitumen, in mass, than there are living animals. Yet growth in the mass of roads does not automatically correspond to population growth, or translate into increased length of road networks. In wealthier countries, the number of metres of road per inhabitant has actually fallen over the last century. In the United States, for instance, between 1905 and 2015 the length of the network increased by a factor of 1.75 and the population by a factor of 3.8, compared with 21 for the mass of roads. Roads have become wider and, above all, much thicker. To understand the evolution of these parameters, and their environmental impact, it is helpful to trace the different stages in the life of the motorway.  Until the early 20th century, roads were used for various modes of transport, including horses, bicycles, pedestrians and trams; as a result of the construction of railways, road traffic even declined in some European countries in the 19th century. The main novelty brought by the motorway was that they would be reserved for motorised traffic. In several languages, the word itself – autostrada, autobahn, autoroute or motorway – speaks of this exclusivity.  Roman roads varied from simple corduroy roads, made by placing logs perpendicular to the direction of the road over a low or swampy area, to paved roads, as this engraving from Jean Rondelet’s 19th‑century Traité Théorique et Pratique de l’Art de Bâtir shows. Using deep roadbeds of tamped rubble as an underlying layer to ensure that they kept dry, major roads were often stone-paved, metalled, cambered for drainage and flanked by footpaths, bridleways and drainage ditches Like any major piece of infrastructure, motorways became the subject of ideological discourse, long before any shovel hit the ground; politicians underlined their role in the service of the nation, how they would contribute to progress, development, the economy, modernity and even civilisation. The inauguration ceremony for the construction of the first autostrada took place in March 1923, presided over by Italy’s prime minister Benito Mussolini. The second major motorway programme was announced by the Nazi government in 1933, with a national network planned to be around 7,000 kilometres long. In his 2017 book Driving Modernity: Technology, Experts, Politics, and Fascist Motorways, 1922–1943, historian Massimo Moraglio shows how both programmes were used as propaganda tools by the regimes, most notably at the international road congresses in Milan in 1926 and Munich in 1934. In the European postwar era, the notion of the ‘civilising’ effect of roads persevered. In 1962, Valéry Giscard d’Estaing, then‑secretary of state for finances and later president of France, argued that expanded motorways would bring ‘progress, activity and life’. This discourse soon butted up against the realities of how motorways affected individuals and communities. In his 2011 book Fighting Traffic: The Dawn of the Motor Age in the American City, Peter D Norton explores the history of resistance to the imposition of motorised traffic in North American cities. Until the 1920s, there was a perception that cars were dangerous newcomers, and that other street and road uses – especially walking – were more legitimate. Cars were associated with speed and danger; restrictions on motorists, especially speed limits, were routine.  Built between 1962 and 1970, the Westway was London’s first urban motorway, elevated above the city to use less land. Construction workers are seen stressing the longitudinal soffit cables inside the box section of the deck units to achieve the bearing capacity necessary to carry the weight of traffic Credit: Heritage Image Partnership Ltd / Alamy To gain domination over cities, motor vehicles had to win priority over other street uses. Rather than restricting the flow of vehicles to minimise the risk of road accidents, a specific infrastructure was dedicated to them: both inner‑city roads and motorways. Cutting through the landscape, the motorway had, by definition, to be inaccessible by any other means of transport than motorised vehicle. To guarantee the fluidity of traffic, the construction of imposing bridges, tunnels and interchanges is necessary, particularly at junctions with other roads, railways or canals. This prioritisation of one type of user inevitably impacts journeys for others; as space is fragmented, short journeys are lengthened for those trying to navigate space by foot or bicycle.  Enabling cars to drive at around 110–140km/h on motorways, as modern motorways do, directly impacts their design, with major environmental effects: the gradient has to be gentle (4 per cent), the curves long (1.5km in radius) and the lanes wide, to allow vehicles to overtake each other safely. As much terrain around the world is not naturally suited to these requirements, the earthworks are considerable: in France, the construction of a metre of highway requires moving some 100m3 of earth, and when the soil is soft, full of clay or peat, it is made firmer with hydraulic lime and cement before the highway’s first sub‑layers are laid. This material cost reinforces the criticisms levelled in the 1960s, by the likes of Jane Jacobs and Lewis Mumford, at urban planning that prioritised the personal motor vehicle. When roads are widened to accommodate more traffic, buildings are sliced and demolished, as happened in Dhaka’s Bhasantek Road in 2021 Credit: Dhaka Tribune Once built, the motorway is never inert. Motorway projects today generally anticipate future expansion (from 2×2 to 2×3 to 2×4 lanes), and include a large median strip of 12m between the lanes, with a view to adding new ones. Increases in speed and vehicle sizes have also translated into wider lanes, from 2.5m in 1945 to 3.5m today. The average contemporary motorway footprint is therefore 100 square metres per linear metre. Indeed, although the construction of a road is supposed to reduce congestion, it also generates new traffic and, therefore, new congestion. This is the principle of ‘induced traffic’: the provision of extra road capacity results in a greater volume of traffic. The Katy Freeway in Texas famously illustrates this dynamic. Built as a regular six‑lane highway in the 1960s, it was called the second worst bottleneck in the nation by 2004, wasting 25 million hours a year of commuter time. In 2011, the state of Texas invested US$2.8 billion to fix this problem, widening the road to a staggering total of 26 lanes. By 2014, the morning and afternoon traffic had both increased again. The vicious circle based on the induced traffic has been empirically demonstrated in most countries: traffic has continued to increase and congestion remains unresolved, leading to ever-increasing emissions. In the EU, transport is the only sector where greenhouse gas emissions have increased in the past three decades, rising 33.5 per cent between 1990 and 2019. Transport accounts for around a fifth of global CO₂ emissions today, with three quarters of this figure linked to road transport. Houston’s Katy Freeway is one of the world’s widest motorways, with 26 lanes. Its last expansion, in 2008, was initially hailed as a success, but within five years, peak travel times were longer than before the expansion – a direct illustration of the principle of induced traffic Credit: Smiley N Pool / Houston Chronicle / Getty Like other large transport infrastructures such as ports and airports, motorways are designed for the largest and heaviest vehicles. Engineers, road administrations and politicians have known since the 1950s that one truck represents millions of cars: the impact of a vehicle on the roadway is exponential to its weight – an online ‘road damage calculator’ allows you to compare the damage done by different types of vehicles to the road. Over the years, heavier and heavier trucks have been authorised to operate on roads: from 8‑tonne trucks in 1945 to 44 tonnes nowadays. The European Parliament adopted a revised directive on 12 March 2024 authorising mega‑trucks to travel on European roads; they can measure up to 25 metres and weigh up to 60 tonnes, compared with the previous limits of 18.75 metres and 44 tonnes. This is a political and economic choice with considerable material effects: thickness, rigidity of sub‑bases and consolidation of soil and subsoil with lime and cement. Altogether, motorways are 10 times thicker than large roads from the late 19th century. In France, it takes an average of 30 tonnes of sand and aggregate to build one linear metre of motorway, 100 times more than cement and bitumen.  The material history of road networks is a history of quarrying and environmental damage. The traces of roads can also be seen in rivers emptied of their sediment, the notches of quarries in the hills and the furrows of dredgers extracting sand from the seabed. This material extraction, arguably the most significant in human history, has dramatic ecological consequences for rivers, groundwater tables, the rise of sea levels and saltwater in farmlands, as well as biodiversity. As sand is ubiquitous and very cheap, the history of roads is also the history of a local extractivism and environmental conflicts around the world.  Shoving and rutting is the bulging and rippling of the pavement surface. Once built, roads require extensive maintenance – the heavier the vehicles, the quicker the damage. From pothole repair to the full resurfacing of a road, maintenance contributes to keeping road users safe Credit: Yakov Oskanov / Alamy Once roads are built and extended, they need to be maintained to support the circulation of lorries and, by extension, commodities. This stage is becoming increasingly important as rail freight, which used to be important in countries such as France and the UK, is declining, accounting for no more than 10 per cent of the transport of commodities. Engineers might judge that a motorway is destined to last 20 years or so, but this prognosis will be significantly reduced with heavy traffic. The same applies to the thousands of motorway bridges: in the UK, nearly half of the 9,000 highway bridges are in poor condition; in France, 7 per cent of the 12,000 bridges are in danger of collapsing, as did Genoa’s Morandi bridge in 2018. If only light vehicles drove on it, this infrastructure would last much longer. This puts into perspective governments’ insistence on ‘greening’ the transport sector by targeting CO2 emissions alone, typically by promoting the use of electric vehicles (EVs). Public policies prioritising EVs do nothing to change the mass of roads or the issue of their maintenance – even if lorries were to run on clean air, massive quarrying would still be necessary. A similar argument plays out with regard to canals and ports, which have been constantly widened and deepened for decades to accommodate ever-larger oil tankers or container ships. The simple operation of these infrastructures, dimensioned for the circulation of commodities and not humans, requires permanent dredging of large volumes. The environmental problem of large transport infrastructure goes beyond the type of energy used: it is, at its root, free and globalised trade. ‘The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing’ As both a material and ideological object, the motorway fixes certain political choices in the landscape. Millions of kilometres of road continue to be asphalted, widened and thickened around the world to favour cars and lorries. In France, more than 80 per cent of today’s sand and aggregate extraction is used for civil engineering works – the rest goes to buildings. Even if no more buildings, roads or other infrastructures were to be built, phenomenal quantities of sand and aggregates would still need to be extracted in order to maintain existing road networks. The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing, adding new structures such as wildlife crossings, more maintaining.  Rising traffic levels are always deemed positive by governments for a country’s economy and development. As Christopher Wells shows in his 2014 book Car Country: An Environmental History, car use becomes necessary in an environment where everything has been planned for the car, from the location of public services and supermarkets to residential and office areas. Similarly, when an entire economy is based on globalised trade and just‑in‑time logistics (to the point that many service economies could not produce their own personal protective equipment in the midst of a pandemic), the lorry and the container ship become vital.  The final stage in the life of a piece of motorway infrastructure is dismantling. Like the other stages, this one is not a natural outcome but the fruit of political choices – which should be democratic – regarding how we wish to use existing roads. Dismantling, which is essential if we are to put an end to the global extractivism of sand and aggregates, does not mean destruction: if bicycles and pedestrians were to use them instead, maintenance would be minimal. This final stage requires a paradigm shift away from the eternal adaptation to increasing traffic. Replacing cars and lorries with public transport and rail freight would be a first step. But above all, a different political and spatial organisation of economic activities is necessary, and ultimately, an end to globalised, just-in-time trade and logistics. In 1978, a row of cars parked at a shopping centre in Connecticut was buried under a thick layer of gooey asphalt. The Ghost Parking Lot, one of the first projects by James Wines’ practice SITE, became a playground for skateboarders until it was removed in 2003. Images of this lumpy landscape serve as allegories of the damage caused by reliance on the automobile Credit: Project by SITE Lead image: Some road damage is beyond repair, as when a landslide caused a large chunk of the Gothenburg–Oslo motorway to collapse in 2023. Such dramatic events remind us of both the fragility of these seemingly robust infrastructures, and the damage that extensive construction does to the planet. Credit: Hanna Brunlöf Windell / TT / Shutterstock 2025-06-03 Reuben J Brown Share

Satellite view of coral reefs in New CaledoniaShutterstock/BEST-BACKGR​OUNDS There might be an upside to the loss of coral reefs. Their decline would mean oceans can absorb up to 5 per cent more carbon dioxide by 2100, researchers estimate, slowing the build up of this greenhouse gas in Earth’s atmosphere. “It is a beneficial effect if you only care about the concentration of CO2 in the atmosphere,” says Lester Kwiatkowski at Sorbonne University in Paris, France. But the decline of corals will also reduce biodiversity, harm fisheries and leave many coasts more exposed to rising seas, he says. Advertisement How much the world will warm depends mainly on the level of CO2 in the atmosphere. So far the land and oceans have been soaking up around half of the extra CO2 we have emitted. Any factors that increase or decrease these so-called land or ocean carbon sinks could therefore have a significant impact on future warming. It is often assumed that corals remove CO2 from seawater as they grow their calcium carbonate skeletons. In fact, the process, also known as calcification, is a net source of CO2. “You’re taking inorganic carbon in the ocean, generally in the form of carbonate and bicarbonate ions, turning it into calcium carbonate and that process releases CO2 into the seawater, some of which will be lost to the atmosphere,” says Kwiatkowski. Unmissable news about our planet delivered straight to your inbox every month. Sign up to newsletter This means that if reef formation around the world slows or even reverses, less CO2 will be released by reefs and the oceans will be able to absorb more of this greenhouse gas from the atmosphere – a factor not currently included in climate models. Observations suggest coral reef calcification is already declining as rising seawater temperatures cause mass coral bleaching and die-offs. The higher level of CO2 is also making oceans more acidic, which can make it harder to build carbonate skeletons and even lead to their dissolution. Kwiatkowski and his team took published estimates of how corals will be affected by warming and ocean acidification and used a computer model to work out how this might change the ocean sink in various emission scenarios. They conclude that the oceans could take up between 1 and 5 per cent more carbon by 2100, and up to 13 per cent more by 2300. This doesn’t take account of other factors that can cause reef decline such as overfishing and the spread of coral diseases, says Kwiatkowski, so might even be an underestimate. On the other hand, the work assumes that corals aren’t able to adapt or acclimatise, says Chris Jury at the University of Hawai’i at Manoa, who wasn’t involved in the study. “If the worst-case or even medium-case scenario in this study comes to pass, it means the near-total destruction of coral reefs globally,” says Jury. “I think that with consideration of realistic levels of adaptation and acclimatisation by corals and other reef organisms, the authors might come to different conclusions under a low to moderate level of climate change.” If Kwiatkowski’s team is correct, it means that the amount of emitted CO2 that will lead to a given level of warming – the so-called carbon budget – is a little larger than currently thought. “I think we would like our budgets to be as accurate as possible, even if we’re blowing through them,” says Kwiatkowski. Journal reference:PNAS DOI: 10.1073/pnas.2501562122 Topics:

Planting herbs with your tomatoes may lift yields and deter pestsShutterstock/Irina WS As an obsessive plant collector with little impulse control, I will take any excuse to cram a few more species into my tiny plot. So the concept of companion planting, an old belief that adding certain plants around existing crops can boost pest resistance, yields and even flavour, is one that has always appealed to me. But as a sceptical scientist, I’m curious about how well these claims actually stack up. Let’s dive in. The tricky thing with examining the science around companion planting is quite how…

Muharraq Architecture City Guide: 10 Projects Through the Bahraini City's Developing Pearling PathSave this picture!Pearling Path - Muharraq. Image via Shutterstock - Kirk FisherThe Kingdom of Bahrain is being widely acknowledged recently through their worldwide architectural contributions at the Expo 2025 in Osaka, with their Anatomy of a Dhow pavilion by Lina Ghotmeh; or at the Venice Biennale, where the Heatwave exhibition was awarded the Golden Lion for Best National Participation. However, for the past few years Bahraini cities like Muharraq have been lending the stage for regional and international architects to discover their typical Persian Gulf architecture and add their own touches to the local sites. It's through the works of Leopold Banchini, Anne Holtrop, or Valerio Olgiati that the old has been brought back to life, along with the efforts of the local authorities and cultural figures. The city that has been experiencing many consecutive restoration and innovative projects, that delve into its narrow alleyways and tackle its heritage sites, influenced by centuries of passing rules from Portuguese and Persian to the Khalifah dynasty that settled at the end of the 18th century. In 2019, the works on the renowned Pearling Path made it a laureate for the Aga Khan award. This area of the old city joins together some local landmarks via a promenade linked through pocket parks, courtyards, and lit up by guiding lamps. This endeavor was successful in saving many decaying buildings that were on the verge of demolition and, through the injection of some contemporary projects and cultural programs, revived the area's priceless history. Explore Muharraq's traditional and contemporary architectural interventions through this curated project selection, which will grow as the city's revival works persist.  Related Article Visiting 2019 Aga Khan Award Laureates Historical ArchitectureBeit Sheikh Isa Bin Ali Al Khalifa Save this picture!Kurar HouseSave this picture!Siyadi MosqueSave this picture!Fakhro HouseSave this picture!Contemporary ProjectsArchaeologies of Green Pavilion / Anne HoltropSave this picture!Khalifeyah Library / SeARCHSave this picture!House for Architectural Heritage / Noura Al Sayeh + Leopold Banchini ArchitectsSave this picture!Pearling Site Museum and Entrance / Valerio OlgiatiSave this picture!35 Green Corner Building / Studio Anne HoltropSave this picture!Four Car Parks / Christian KerezSave this picture!We invite you to visit our list of Architecture City Guides. Image gallerySee allShow less About this authorHana AbdelAuthor••• Cite: Hana Abdel. "Muharraq Architecture City Guide: 10 Projects Through the Bahraini City's Developing Pearling Path" 31 May 2025. ArchDaily. Accessed . <https://www.archdaily.com/1030426/muharraq-architecture-city-guide-10-projects-through-the-bahraini-citys-developing-pearling-path&gt ISSN 0719-8884Save世界上最受欢迎的建筑网站现已推出你的母语版本!想浏览ArchDaily中国吗?是否 You've started following your first account!Did you know?You'll now receive updates based on what you follow! Personalize your stream and start following your favorite authors, offices and users.Go to my stream

Source:&nbsp Shutterstock More than 40 per cent of seats on the RIBA council for the upcoming elections have no candidates – and there is zero interest in two entire regions, it has emerged A list of candidates for next month’s elections to RIBA council and for the role of vice-president membership, published earlier this month, shows six of 14 seats on the council have no candidates for the vote starting on 16 June. That includes two seats for the South and two seats for East, where ‘no valid nominations were received’ for either of the regional places on RIBA council. Meanwhile, two seats – Scotland North and Northern Ireland – will see candidates elected unopposed, due to there being no other interest in representing. No valid nominations were received for two associate member seats.Advertisement However, six candidates were named for the two student seats on the council. They are: Selen Akalin, Tamunokuro Krukrubo, Rachael Livingstone, AB Mukadam, Kavindu Narayana and Andrew Pizzey. Another four candidates are competing for two non-regional council member seats. They are: Daniel Jenkins, Laura Marr, Olga Tarasova and Rebecca Wise. The vice-president membership role has attracted eight candidates. They include Jaspal Bhogal, director of Jaspal Bhogal Associates; Sheleendra Fernando, managing director of 24/Three; Thomas Foggin, director and sustainable lead of R H Partnership Architects, and Douglas Hodgson, founding director of New-works. The other candidates are Patricia Leo, director of Studio NP; Gareth Maguire, chief architect of Studio MUA; Elliot McCall, architect at Inspire Architects; and Liam Russell, founder and chief executive officer of LRA Retinue. RIBA council has 42 members with around a third of the seats rotating every three years.Advertisement Successfully elected candidates will serve in their roles for three years, starting 1 September 2025 – the same day Weston Williamson + Partners co-founder Chris Williamson becomes RIBA president. Williamson was elected as president-elect last year with 45 per cent of the second-round vote with a total of 4,462 votes cast. However, turnout was just 9.3 per cent (compared with 12.4 per cent for Mace architect Muyiwa Oki when he was elected in 2022). Williamson told the AJ: ‘I was pleased with the applications for Membership Secretary but, yes, it’s disappointing that other positions are not contested. I think many architects are concentrating on their work right now.’ The Just Transition Lobby coalition of campaign groups, which successfully campaigned for Oki to become president in 2022 and has elected half a dozen RIBA members to council in the past two years, has not, as yet, announced any candidates at this election. The RIBA has been contacted for comment. 2025-05-30 Gino Spocchia comment and share

I've worked as a bartender for over a decade. David Fuentes Prieto/Getty Images Updated 2025-05-29T15:32:17Z Save Saved Read in app This story is available exclusively to Business Insider subscribers. Become an Insider and start reading now. Have an account? I've been a bartender for over a decade, but I still get frustrated by certain customer behaviors.  Yelling my name and waving money in my face when I'm clearly busy won't get my attention. It's usually best not to alter specialty drinks. I've been bartending for over a decade, and I can tell you it isn't easy. The job can be physically and mentally demanding while requiring long, late hours — plus, we have to be pretty charming while doing it. Sometimes customers can make our job better, but at the very least, we'd prefer if they don't make it worse. Next time you're out having a pint or a margarita with your pals, don't make these mistakes. Being obnoxious while trying to get a bartender's attentionThe most common customer offense, by far, is waving cash at the bartender, yelling their name, or otherwise trying to get their attention while they're doing something else.Most of the time, simply being at the bar without a fresh drink is enough to let the bartender know you want one.If you really think the bartender doesn't know you're waiting to order, some eye contact and a nod will suffice.Stepping up to a busy counter when you don't know what you want  Know your order before you steup up to the counter. Business Insider/Will Martin If the bar is busy and you have to wait to order a drink, take that time to figure out what you're going to get.Don't lose your spot in line with the bartender by saying "I don't know" or turning around to ask your friends what they want. They don't have time for that.Assuming a bartender's gender or sexualityAssuming the bartender's gender or sexuality is a great way to get ignored for the rest of the night.Also, if they want to flirt with you, you'll know. Otherwise, let's keep it professional. Trying to order a drink without an IDNobody cares about the story behind why you don't have your ID.A bartender usually isn't willing to risk their job or get into legal trouble just to help you out.Altering special cocktails on the menu The bartender usually knows best when it comes to mixed drinks. Maksym Fesenko/Shutterstock If you want to make your own cocktail recipes, do it at home.Nine times out of 10, the altered cocktail tastes like garbage and gets sent back. Just order a drink that sounds good to you as listed. Asking the bartender to play your musicIf there isn't a jukebox, the bar is not interested in hearing your playlists. Don't ask the bartender to change the music, play a song, or adjust the volume. They're not a DJ.Telling the bartender your first name for your tabWhen asked what the name on your tab is, give the bartender your last name.We know you think you're the only Brandon in here, but you're probably not. Relying on the bartender to remember your drink orderThey might remember it, or you might be getting them confused with the other bartender.Either way, it's better if you know your own order. Taking up more space than you need Being rowdy and taking up a lot of space in a bar can be rude. Nomad_Soul/Shutterstock Be mindful of other people's space at the bar.Don't lean over and take up multiple seats or leave your trash on the patio. And for heaven's sake, don't leave a trail of dirty glasses behind you while you're mingling — just bring your empty cup with you when you come up for your next drink.The less time the bartender has to spend cleaning up after you, the more time they can spend making everyone's drinks. Wasting time by asking what we haveDo you really want me to start listing everything we have? It's a bar. Read a menu or be more specific. Asking "What pilsners do you have?" or "What gins do you have?" is perfectly fine. That helps us to narrow it down a bit if we're going to have to help you figure out what you feel like drinking.Leaving only a verbal tipBartenders love compliments, but those don't pay the bills.Remember, we're working for money. If you really think they make the best margarita in town, show them with a big tip.This story was originally published on January 7, 2023, and most recently updated on May 29, 2025.

Starship’s ninth test flight took place on 27 MayJoe Marino/UPI/Shutterstock Another launch, another failure? With the ninth flight of SpaceX’s massive Starship rocket ending in the vehicle’s loss, questions are being asked about whether Elon Musk’s company can ever deliver on its promises to return people to the moon, launch new space stations and one day take astronauts to Mars. “I expected more progress from SpaceX by now,” says Laura Forczyk at space industry consultancy Astralytical. “It’s frustrating from an outsider’s perspective, because I’m rooting for them. So much of the space community is relying on…