June 3, 20255 min readAre We Ready for Death in Space?NASA has quietly taken steps to prepare for a death in space. We need to ask how nations will deal with this inevitability now, as more people start traveling off the planetBy Peter Cummings edited by Lee Billings SciePro/Science Photo Library/Getty ImagesIn 2012 NASA stealthily slipped a morgue into orbit.No press release. No fanfare. Just a sealed, soft-sided pouch tucked in a cargo shipment to the International Space Station (ISS) alongside freeze-dried meals and scientific gear. Officially, it was called the Human Remains Containment Unit (HRCU). To the untrained eye it looked like a shipping bag for frozen cargo. But to NASA it marked something far more sobering: a major advance in preparing for death beyond Earth.As a kid, I obsessed over how astronauts went to the bathroom in zero gravity. Now, decades later, as a forensic pathologist and a perennial applicant to NASA’s astronaut corps, I find myself fixated on a darker, more haunting question:On supporting science journalismIf you're enjoying this article, consider supporting our award-winning journalism by subscribing. By purchasing a subscription you are helping to ensure the future of impactful stories about the discoveries and ideas shaping our world today.What would happen if an astronaut died out there? Would they be brought home, or would they be left behind? If they expired on some other world, would that be their final resting place? If they passed away on a spacecraft or space station, would their remains be cast off into orbit—or sent on an escape-velocity voyage to the interstellar void?NASA, it turns out, has begun working out most of these answers. And none too soon. Because the question itself is no longer if someone will die in space—but when.A Graying CorpsNo astronaut has ever died of natural causes off-world. In 1971 the three-man crew of the Soviet Soyuz 11 mission asphyxiated in space when their spacecraft depressurized shortly before its automated atmospheric reentry—but their deaths were only discovered once the spacecraft landed on Earth. Similarly, every U.S. spaceflight fatality to date has occurred within Earth’s atmosphere—under gravity, oxygen and a clear national jurisdiction. That matters, because it means every spaceflight mortality has played out in familiar territory.But planned missions are getting longer, with destinations beyond low-Earth orbit. And NASA’s astronaut corps is getting older. The average age now hovers around 50—an age bracket where natural death becomes statistically relevant, even for clean-living fitness buffs. Death in space is no longer a thought experiment. It’s a probability curve—and NASA knows it.In response, the agency is making subtle but decisive moves. The most recent astronaut selection cycle was extended—not only to boost intake but also to attract younger crew members capable of handling future long-duration missions.NASA’s Space MorgueIf someone were to die aboard the ISS today, their body would be placed in the HRCU, which would then be sealed and secured in a nonpressurized area to await eventual return to Earth.The HRCU itself is a modified version of a military-grade body bag designed to store human remains in hazardous environments. It integrates with refrigeration systems already aboard the ISS to slow decomposition and includes odor-control filters and moisture-absorbent linings, as well as reversed zippers for respectful access at the head. There are straps to secure the body in a seat for return, and patches for name tags and national flags.Cadaver tests conducted in 2019 at Sam Houston State University have proved the system durable. Some versions held for over 40 days before decomposition breached the barrier. NASA even drop-tested the bag from 19 feet to simulate a hard landing.But it’s never been used in space. And since no one yet knows how a body decomposes in true microgravity (or, for that matter, on the moon), no one can really say whether the HRCU would preserve tissue well enough for a forensic autopsy.This is a troubling knowledge gap, because in space, a death isn’t just a tragic loss—it’s also a vital data point. Was an astronaut’s demise from a fluke of their physiology, or an unavoidable stroke of cosmic bad luck—or was it instead a consequence of flaws in a space habitat’s myriad systems that might be found and fixed? Future lives may depend on understanding what went wrong, via a proper postmortem investigation.But there’s no medical examiner in orbit. So NASA trains its crews in something called the In-Mission Forensic Sample Collection protocol. The space agency’s astronauts may avoid talking about it, but they all have it memorized: Document everything, ideally with real-time guidance from NASA flight surgeons. Photograph the body. Collect blood and vitreous fluid, as well as hair and tissue samples. Only then can the remains be stowed in the HRCU.NASA has also prepared for death outside the station—on spacewalks, the moon or deep space missions. If a crew member perishes in vacuum but their remains are retrieved, the body is wrapped in a specially designed space shroud.The goal isn’t just a technical matter of preventing contamination. It’s psychological, too, as a way of preserving dignity. Of all the “firsts” any space agency hopes to achieve, the first-ever human corpse drifting into frame on a satellite feed is not among them.If a burial must occur—in lunar regolith or by jettisoning into solar orbit—the body will be dutifully tracked and cataloged, treated forevermore as a hallowed artifact of space history.Such gestures are also of relevance to NASA’s plans for off-world mourning; grief and memorial protocols are now part of official crew training. If a death occurs, surviving astronauts are tasked with holding a simple ceremony to honor the fallen—then to move on with their mission.Uncharted RealmsSo far we’ve only covered the “easy” questions. NASA and others are still grappling with harder ones.Consider the issue of authority over a death and mortal remains. On the ISS, it’s simple: the deceased astronaut’s home country retains jurisdiction. But that clarity fades as destinations grow more distant and the voyages more diverse: What really happens on space-agency missions to the moon, or to Mars? How might rules change for commercial or multinational spaceflights—or, for that matter, the private space stations and interplanetary settlements that are envisioned by Elon Musk, Jeff Bezos and other tech multibillionaires?NASA and its partners have started drafting frameworks, like the Artemis Accords—agreements signed by more than 50 nations to govern behavior in space. But even those don’t address many intimate details of death.What happens, for instance, if foul play is suspected?The Outer Space Treaty, a legal document drafted in 1967 under the United Nations that is humanity’s foundational set of rules for orbit and beyond, doesn’t say.Of course, not everything can be planned for in advance. And NASA has done an extraordinary job of keeping astronauts in orbit alive. But as more people venture into space, and as the frontier stretches to longer voyages and farther destinations, it becomes a statistical certainty that sooner or later someone won’t come home.When that happens, it won’t just be a tragedy. It will be a test. A test of our systems, our ethics and our ability to adapt to a new dimension of mortality. To some, NASA’s preparations for astronautical death may seem merely morbid, even silly—but that couldn’t be further from the truth.Space won’t care of course, whenever it claims more lives. But we will. And rising to that grim occasion with reverence, rigor and grace will define not just policy out in the great beyond—but what it means to be human there, too.

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

June 5: World Environment Day; Day of Arafah (Shia Islam) Antonio Luna 1897 – The Ancient Temples and Shrines Preservation Law was passed, instituting the protection of structures and artifacts in Japan designated National Treasures. 1899 – Antonio Luna (pictured), Commanding General of the Philippine Army, was assassinated in the midst of the Philippine–American War. 1997 – Anticipating a coup attempt, President Pascal Lissouba of the Republic of the Congo ordered the detention of his rival Denis Sassou Nguesso, initiating a second civil war. 2004 – Noël Mamère, the mayor of Bègles, conducted a marriage ceremony for two men, even though same-sex marriage in France had not yet been legalised. 2009 – After almost two months of civil disobedience, at least 31 people were killed in clashes between the National Police and indigenous people in Bagua province, Peru. Ivy Compton-Burnett (b. 1884)Theippan Maung Wa (b. 1899)Elizabeth Gloster (b. 1949)Megumi Nakajima (b. 1989) More anniversaries: June 4 June 5 June 6 Archive By email List of days of the year About

June 3: Martyrs Day in Uganda Silhouette of Jack Jouett 1781 – American Revolutionary War: Jack Jouett (pictured) rode 40 miles (64 km) to warn Thomas Jefferson and the Virginia legislature of British cavalry who had been sent to capture them. 1892 – Liverpool F.C., one of England's most successful football clubs, was founded. 1937 – Half a year after abdicating the British throne, Edward, Duke of Windsor, married American socialite Wallis Simpson in a private ceremony in France. 1969 – During a SEATO exercise in the South China Sea, a collision between HMAS Melbourne and USS Frank E. Evans resulted in the latter vessel being cut in two and the deaths of 74 personnel. 1982 – A failed assassination attempt was made on Shlomo Argov, the Israeli ambassador to the United Kingdom, triggering an Israeli decision to invade Lebanon three days later. Garret Hobart (b. 1844)Eric A. Havelock (b. 1903)Franz Kafka (d. 1924)Pierre Poilievre (b. 1979) More anniversaries: June 2 June 3 June 4 Archive By email List of days of the year About

From soft yellows to heirloom-worthy teacups, vintage kitchen pieces add a sense of charm and comfort. These pieces can contribute to a cozy nook in your kitchen or simply make your countertops feel a little more timeless. Read on for some of the best nostalgic buys! Lily’s Home Retro Kitchen Wall Clock Buy on Amazon Equal parts retro and practical, this sunny yellow wall clock includes a thermometer and timer, bringing cheerful utility to your cooking space. A bestseller for a reason; it’s cute, clear, and accurate. VIYYIEA Vintage Framed Canvas Art Buy on Amazon A gentle still life of florals and lemons, this 9”x11” framed canvas painting has farmhouse written all over it. It’s graceful and adds just the right touch of old-world elegance. You can also find this artwork in other prints and sizes. Vanselia Ceramic Flower Vase (Retro) Buy on Amazon Rough-hewn and beautifully aged, this ceramic vase is the perfect home for fresh stems or faux greenery. Its earthen finish makes it look like it was plucked out of a vintage countryside kitchen. CHILDIKE European Porcelain Tea for One Set Buy on Amazon Nothing says quiet indulgence like a solo tea moment with this gold-rimmed, floral porcelain teapot and saucer set. Stackable, dainty, and dishwasher-safe: it’s the kind of piece that feels like a little ceremony in your day.

A US Air Force F-16 fighter jet takes off from an airbase in Germany. Photo by Boris Roessler/picture alliance via Getty Images 2025-05-31T12:20:02Z Save Saved Read in app This story is available exclusively to Business Insider subscribers. Become an Insider and start reading now. Have an account? A Russian company said it paid 12 soldiers a combined $195,000 for shooting down an F-16 jet. Fores said it presented the soldiers the cash at a ceremony near the Russia-Ukraine border on Thursday. Kyiv had long coveted the US-made F-16. It received its first of the jets in 2024. A Russian oil company said it had awarded a total of 15 million rubles (around $195,000) to Russian soldiers who it credited with downing the first US-made F-16 fighter jet in Ukraine.In a press release, Fores, a fracking parts manufacturer, said it had presented 12 servicemen with the cash at a ceremony near the Russia-Ukraine border on Thursday."Fores fulfilled its earlier promise and paid 15 million rubles to Russian servicemen for destroying the first F-16 fighter jet in the special operation zone," the company said.The firm announced the bounty system in 2023, promising cash rewards for soldiers who destroyed certain Western-supplied military equipment.The company said it had so far paid out just over 52 million rubles (around $670,000) for the destruction of the F-16 and an unspecified number of Leopard 2 and Abrams tanks.Ukrainian President Volodymyr Zelenskyy had long coveted the F-16 as he sought to bolster Ukraine's air defenses, and Kyiv received its first delivery of the jet in the summer of 2024. Ukraine's forces have so far lost at least three F-16s in combat, with the General Staff confirming the first loss in August last year.The F-16 has nevertheless seemingly proved a hit over the battlefield.Gen. Christopher G. Cavoli, the US's top general in Europe, told a Senate Armed Services Committee in April that F-16s were flying "every day" in Ukraine and that they had been successful in both air defense and offensive operations."They've defeated a large number of cruise missile threats, and they've delivered an awful lot of offensive attacks as well," he said, adding: "Specifically, bombing attacks in the east."

Kai Cenat became Twitch’s top showman long ago, but the secret to his ongoing success is continuously finding new ways to take his streaming stunts to the next level. Last year it was turning a 1,700-death-filled Elden Ring marathon into the gaming event of the season. In 2025 it was a riff on reality TV and Hogwarts called Streamer University that crammed a bunch of streamers into a dorm and let the algorithm-fueled drama unfold. Suggested ReadingGameStop Doubles Down On Crypto With Massive Bitcoin Purchase As Stores Close Share SubtitlesOffEnglishSuggested ReadingGameStop Doubles Down On Crypto With Massive Bitcoin Purchase As Stores Close Share SubtitlesOffEnglishGameStop Doubles Down On Crypto With Massive Bitcoin Purchase As Stores CloseThe multi-day event got underway on May 22 with 120 rising streamers handpicked for an all-expenses-paid stay at the University of Akron to participate in Cenat’s Saw-like social experiment of watching his peers and protégés vie for attention, clout, and maybe learn something about getting famous monetizing that fame in the modern creator economy along the way. There were fights, expulsions, late-night parties, and actual classes. It was heavily manufactured and also brought in tens of millions of views. Streamer University Best Moments!A great report by Vulture interviewed some of the participants and offers an incisive recap of the entire spectacle. One “student” named Winston Groves recalled getting hazed with a hot dog in a condom left around his doorknob and said the cafeteria food tasted like it was gruel out of Minecraft. One of the floors was called the “demon floor” because of the stink. “The whole floor smelled like wild fumes, mysterious funk,” Groves told Vulture. Nobody slept. Everyone was constantly filming. There were apparently a lot of hot dogs and baby oil, seemingly the modern-day prank comedy equivalents of whoopee cushions and cream pies. “They had this prank where they made fake poop with fart spray and it had literally stank up our room to the point where my roommate’s eyes were tearing up,” said attendee Kieya Jennings, “There was water everywhere, baby oil, baby powder, noodles,” recalled Mari Franklin.There are over 10 hours of streams on Cenat’s Twitch channel from the weekend-long saga, and many, many more from the channels of the individuals in attendance. Comments on a video for the final day’s awards ceremony were filled with nothing but love for the streaming world’s current master of ceremonies. Streamer University’s valedictorian was Tylil James, a rising star with a big following that’s still only a fraction of Cenat’s. “Kai put on so many different type of creators and let them just create and do whatever they was great at,” reads the top comment. .

Floyd Mayweather and Donald Trump, HBO Boxing Icon says, "No Mayweather, No Trump"Credit: Getty North America - Mayweather (Allen Berezovsky / Contributor) Trump - (Kevin Dietsch / Staff) “No Mayweather, no Trump.” That’s the heavy-duty take HBO Boxing icon Jim Lampley dropped on me during our conversation on Friday afternoon. It’s one of the most polarizing, but plausible things anyone has said to me in a while. In case you’re a relatively young sports fan or someone who didn’t pay much attention to HBO Boxing during the 1990s and early 2000s, you may not know Lampley. Without listing every accolade and distinction, I’ll say this: there are people in every industry who have a combination of experience and wherewithal that enables them to captivate a room with the stories and takes they’ve accumulated during their journey through levels of their craft and the years of their life. Lampley is one of those people.CANASTOTA, NY - JUNE 14: Boxing commentator Jim Lampley poses with his new ring and photo on the ... More wall after the induction ceremony at the International Boxing Hall of Fame induction Weekend of Champions events on June 14, 2015 in Canastota, New York. (Photo by Alex Menendez/Getty Images)Getty Images During our interview, we discussed his book, It Happened, his autobiography that tells the story of his 50-year career in sports broadcasting and tons of boxing stories and concepts. I asked him about the infamous post-fight moment with his longtime broadcast partner Larry Merchant—you know the one, where Mayweather snapped, “you don’t know s### about boxing,” and Merchant fired back, “if I was 50 years younger, I’d kick your a##.” It’s classic. I wanted to know from Lampley, who was there, what the deal was with Mayweather and Merchant, but I got so much more. Lampley explained, “Well, obviously it was something that built up over a long period of time. I think that Larry gave him proper credit for being a great fighter. In particular, he didn't like that Larry would sometimes say something to the effect of, well, he's great and you can't beat him, but he isn't gonna sell a single ticket with this style, that kind of thing.” Clearly, Merchant was wrong about Mayweather’s ability to sell tickets. No fighter has made more in pay-per-view revenue, and Mayweather can still command a crowd and a payday by participating in boxing exhibitions. Also, if you watch the history of post-fight interviews between Mayweather and Merchant, the latter is particularly abrupt and a little antagonistic toward the fighter. Even during the aforementioned interview, the conversation starts off with Mayweather having his arm around Merchant. However, Merchant’s tone and verbiage was off-putting to Mayweather as it came just moments after the controversial ending to his fight with Victor Ortiz, but I digress. That aspect of Lampley’s answer was mostly what I expected to hear. The broadcast journalism legend delivered a punchier concept as he delved deeper into Mayweather’s dynamic and his overall influence on American culture.NEW YORK, NEW YORK - FEBRUARY 26: Floyd Mayweather Jr. visits "Making Money With Charles Payne" at ... More Fox Business Network Studios on February 26, 2025 in New York City. (Photo by John Nacion/Getty Images)Getty Images “One of the things I say, have said over and over and will continue to say until proven otherwise, no Mayweather, no Trump,” Lampley said. Trump is a boxing fan, Trump watched what Floyd did. Trump realized from what Floyd did that you could build and develop a social media audience and you could do it with negativity. You didn’t have to be happy talk. You didn't have to be a great guy. There were some people who would rather that someone was channeling their angst and their frustration and venting it on the web. And I believe to this day, no Mayweather, no Trump.” The concept is wild, but not completely unfathomable. I used to say this about Mayweather, ‘it takes a special kind of person to be at peace with being the most hated person in a room.’ In that sense, it’s easy to see tons of people in every industry who have adopted that approach–whether they got it from Mayweather or someone else.DETROIT, MICHIGAN - OCTOBER 18: Republican presidential nominee, former U.S. President Donald Trump, ... More brings boxing legend Thomas Hearns to the stage during a campaign rally on October 18, 2024, in Detroit, Michigan. There are 17 days remaining until the U.S. presidential election, which will take place on Tuesday, November 5, 2024. (Photo by Win McNamee/Getty Images)Getty Images Donald Trump’s involvement with boxing dates back to the late 1980s and early 1990s, when Trump Plaza in Atlantic City became a key venue for major fights. At its peak, the hotel and casino played host to several heavyweight title bouts, including, Mike Tyson vs. Michael Spinks in 1988 and Evander Holyfield vs. George Foreman in 1991. Trump didn’t just rent out space for the fights—he appeared to actively positioned himself as a central figure in these events, often appearing ringside, hosting press conferences, and getting photographed with the fighters.ATLANTIC CITY, NJ - JANUARY 22: Businessman Donald Trump in ring with boxer Mike Tyson after ... More knocking out opponent Larry Holmes at Tyson vs Holmes Convention Hall in Atlantic City, New Jersey January 22 1988. (Photo by Jeffrey Asher/ Getty Images)Getty Images Some may argue Trump used these moments to build prestige, associate himself with dominance and success, and to thrust himself into the spotlight. Needless to say, it seems to have worked.ATLANTIC CITY, NJ - JANUARY 22: Businessman Donald Trump and Champion Boxer Evander Holyfield at ... More Tyson vs Holmes Convention Hall in Atlantic City, New Jersey January 22 1988. (Photo by Jeffrey Asher/ Getty Images)Getty Images Putting a bow on the Mayweather-Merchant beef: “So Floyd was the original social media genius and the essence of the genius was to prove that you could be negative rather than positive and you would build an audience that way,” Lampley continued. “And so Floyd didn’t like the honest straightforward evaluations that Larry offered on the air and most particularly about his style of fighting that he was a hide-and-seek fighter, that he was not trying to do damage in there, et cetera, et cetera. And I thought that was palpably visible. Floyd just didn’t want anybody to say it. So they didn't like each other and it was really more Floyd disliking Larry than vice versa." Mayweather’s rise to global prominence began in the mid-2000s. Specifically, his bet-on-myself fight against Oscar De La Hoya in 2007. The fight marked Mayweather’s triumphant separation from Top Rank Boxing and it also was the cornerstone moment of his shift from “Pretty Boy” to “Money.” Mayweather and Trump’s paths would more publicly cross years later. In Mayweather may have used social media to push negative concepts in the past. However, to his credit, I interviewed him earlier this year, and he formally apologized for every time he used social media to be toxic. That admission actually adds some credence to Lampley’s concept. I’ve never had an opportunity to speak to President Trump, but I can promise you, if I do, I will ask him if he learned anything from his encounters with Mayweather. Whether Trump truly studied Mayweather’s moves or simply mirrored them instinctively, the similarities are clear—and Lampley might be one of the only people to call it out this directly.

Perched quietly in the mountains north of Kyoto, Le Picabier is a micro tea room that redefines the notion of solitude and ritual in architecture. Designed by Studio 2m26 in collaboration with French practice Onomiau, this diminutive pavilion—intended for a single guest—offers an exquisite blend of tradition, material honesty, and site-specific design. Commissioned by Villa Kujoyama, the project stands as a poetic response to its environment, inviting reflection on both nature and the act of tea itself. The structure’s distinctive chimney-like silhouette, clad in charred cedar shingles, instantly sets it apart from conventional tea houses. The use of yakisugi, the Japanese technique of burning wood for preservation, not only gives Le Picabier its striking black exterior but also grounds the building firmly in the local tradition of craftsmanship. This method enhances both the texture and longevity of the pavilion, while the deep, tactile surfaces evoke the beauty found in imperfection and transience—core themes of Japanese aesthetics. Designer: 2m26 x Onomiau Inside, Le Picabier is a study in mindful minimalism. Natural light filters through the narrow space, shifting throughout the day to create an ever-changing play of shadow and texture. A single lantern suspended above the guest casts flickering candlelight, marking the subtle passage of time and further heightening the sense of introspection. The black tatami mat flooring, crafted by Mitsuru Yokoyama, and sparse furnishings encourage a meditative focus on the ritual at hand, with every detail supporting an atmosphere of quiet contemplation. The tea room’s vertical emphasis is both visual and experiential. The tall chimney serves as the pavilion’s focal point, drawing the gaze upward and reinforcing a sense of aspiration and spiritual retreat. The integrated fire pit, essential for boiling water, becomes the heart of the space—its warmth and glow connecting the guest to elemental forces. This combination of verticality and warmth transforms the small structure into a sanctuary, where silence and simplicity become luxuries in themselves. Le Picabier’s design is deeply informed by the legacy of Sen no Rikyū, the 16th-century tea master who revolutionized the Japanese tea ceremony by embracing shadow, silence, and the beauty of imperfection. Yet, the project is unmistakably contemporary, merging traditional Japanese elements with a European sensibility brought by Onomiau. Its compact footprint and careful use of materials make it an exemplary case of micro-architecture, where constraints become sources of creativity and meaning. In a world increasingly dominated by noise and distraction, Le Picabier offers a rare kind of architectural experience—one that prioritizes solitude, sensory awareness, and connection to place. By distilling the tea house to its essence, Studio 2m26 and Onomiau have crafted more than a shelter; they have created a space for personal ritual and reflection. It’s a timely reminder that even the smallest buildings can inspire profound encounters between people, objects, and the natural world. The post Kyoto’s Solo Tea Room Blends Japanese Tradition With Contemporary Micro-Architecture first appeared on Yanko Design.