In this article:See more ▼Post may contain affiliate links which give us commissions at no cost to you.Preppy fonts capture that quintessential East Coast elite vibe – think Nantucket summers, yacht clubs, and monogrammed everything. These typefaces embody the perfect balance of tradition and refinement that makes preppy design so timeless and aspirational. But here’s the thing: not all fonts can pull off that coveted preppy aesthetic. The best preppy fonts have a certain je ne sais quoi – they’re classic without being stuffy, elegant without being pretentious, and refined without being inaccessible. In this comprehensive guide, we’ll explore the most gorgeous preppy fonts that’ll have your designs looking like they belong in the pages of Town & Country magazine. So grab your pearls and let’s dive into this typographic treasure trove! 👋 Psst... Did you know you can get unlimited downloads of 59,000+ fonts and millions of other creative assets for just $16.95/mo? Learn more »The Preppiest Fonts That Define 2025 Let’s start with the crème de la crème – the fonts that truly embody that preppy spirit. I’ve curated this list based on their ability to channel that classic New England charm while remaining versatile enough for modern design needs. Gatsby Prelude Gatsby Prelude is an elegant and modern Art Deco font duo. It combines sans-serif characters with decorative elements, perfect for creating sophisticated designs with a touch of vintage glamour.Burtuqol Burtuqol is a vintage slab serif font that exudes a retro charm. Its bold, chunky serifs and aged appearance make it ideal for projects requiring a nostalgic or timeworn aesthetic.Gafler Gafler is a classy vintage serif font with decorative elements. It combines elegance with a touch of old-world charm, making it perfect for high-end branding and classic design projects.Get 300+ Fonts for FREEEnter your email to download our 100% free "Font Lover's Bundle". For commercial & personal use. No royalties. No fees. No attribution. 100% free to use anywhere. Kagnue Kagnue is a modern and classy serif font. It offers a fresh take on traditional serif typefaces, blending contemporary design with timeless elegance for versatile use in various design contexts.The Blendinroom The Blendinroom is a retro serif typeface featuring luxurious ligatures. Its vintage-inspired design and intricate details make it ideal for creating sophisticated, old-world aesthetics in design projects.MODER BULES MODER BULES is a playful sans-serif font with a fun, childlike appeal. Its quirky design makes it perfect for kids-oriented projects or Halloween-themed designs, adding a touch of whimsy to typography.Nickey Vintage Nickey Vintage is a decorative display font with a strong vintage flair. Its bold, eye-catching characters make it ideal for headlines, logos, and designs that require a striking retro aesthetic.Ladger Ladger is a casual script font that exudes luxury and elegance. Its flowing lines and graceful curves make it perfect for logo designs, high-end branding, and projects requiring a touch of sophistication.Hadnich Hadnich is a modern script font with a brush-like quality. Its versatile design makes it suitable for various applications, from signage to branding, offering a contemporary take on handwritten typography.Belly and Park Belly and Park is a condensed beauty classic font family featuring both serif and sans-serif styles. Its vintage-inspired design and narrow characters make it ideal for creating elegant, space-efficient layouts.Loubag Loubag is a modern retro font family encompassing sans-serif, serif, and decorative styles. Its bold, fashion-forward design makes it perfect for creating eye-catching headlines and trendy branding materials.Petter And Sons Petter And Sons is a romantic beauty script font with decorative elements. Its elegant, flowing design makes it ideal for wedding invitations, luxury branding, and projects requiring a touch of refined beauty.Preteoria Preteoria is a modern cursive font with a sleek, contemporary feel. Its smooth curves and clean lines make it versatile for various design applications, from branding to digital media projects.Delauney Delauney is an Art Deco-inspired sans-serif font that captures the essence of the roaring twenties. Its geometric shapes and sleek lines make it perfect for creating designs with a bold, metropolitan flair.Amadi Vintage Amadi Vintage is a chic and beautiful serif font with a timeless appeal. Its elegant design and vintage-inspired details make it ideal for creating sophisticated, classic-looking designs and branding materials.LEDERSON LEDERSON is a vintage-inspired shadow font. Its weathered look and strong character make it perfect for designs requiring an authentic, aged aesthetic.Fancyou Fancyou is a versatile serif font with alternate characters. Its elegant design and customizable options make it suitable for a wide range of projects, from formal invitations to modern branding materials.Catterpie Font Catterpie is a handwritten script font that mimics natural handlettering. Its fluid, signature-like style makes it perfect for creating personal, authentic-looking designs and branding materials.Jemmy Wonder Jemmy Wonder is a Victorian-inspired serif font with a strong vintage character. Its ornate details and old-world charm make it ideal for creating designs with a classic, nostalgic feel.Monthey Monthey is a bold, elegant vintage display serif font. Its chunky characters and 70s-inspired design make it perfect for creating eye-catching headlines and retro-themed branding materials.Madville Madville is a classy script font with a versatile design. Its elegant curves and smooth transitions make it suitable for a wide range of projects, from formal invitations to modern branding materials.Crowk Crowk is a luxury serif font with a timeless, elegant appeal. Its refined design and classic proportions make it ideal for high-end branding, editorial layouts, and sophisticated design projects.Peachy Fantasy Peachy Fantasy is an Art Nouveau-inspired display font with decorative elements. Its vintage charm and unique character make it perfect for creating eye-catching headlines and artistic design projects.Cormier Cormier is a decorative sans-serif font with a strong artistic flair. Its unique design and fashion-forward aesthetic make it ideal for creating bold, attention-grabbing headlines and branding materials.Syntage Syntage is a decorative modern luxury font with both serif and ornamental elements. Its retro-inspired design and luxurious details make it perfect for high-end branding and sophisticated design projects.Jeniffer Selfies Jeniffer Selfies is a retro-inspired bold font combining sans-serif and script styles. Its playful design and vintage feel make it ideal for creating nostalgic, fun-loving designs and branding materials.The Rilman The Rilman is a ligature-rich rounded sans-serif font with a 90s-inspired design. Its retro charm and smooth edges make it perfect for creating playful, nostalgic designs and branding materials.Milky Croffle Milky Croffle is a classic beauty elegant serif font. Its refined design and timeless appeal make it ideal for creating sophisticated layouts, high-end branding, and projects requiring a touch of traditional elegance. What Makes a Font Feel Preppy? You might be wondering what exactly gives a font that unmistakable preppy vibe. After years of working with typography, I’ve identified several key characteristics that define the preppy aesthetic: Classic Serif Structure: Most preppy fonts are serifs, drawing inspiration from traditional typography used in prestigious publications and academic institutions. These serifs aren’t just decorative – they’re a nod to centuries of refined typographic tradition. Elegant Proportions: Preppy fonts tend to have well-balanced letterforms with moderate contrast between thick and thin strokes. They’re neither too delicate nor too bold – just perfectly poised, like a well-tailored blazer. Timeless Appeal: The best preppy fonts don’t scream “trendy.” Instead, they whisper “timeless.” They’re the typography equivalent of a strand of pearls – always appropriate, never out of style. Sophisticated Details: Look for subtle refinements in letterforms – graceful curves, well-crafted terminals, and thoughtful spacing. These details separate truly preppy fonts from their more pedestrian cousins. Heritage Inspiration: Many preppy fonts draw inspiration from historical typefaces used by Ivy League universities, prestigious publishing houses, and old-money families. This connection to tradition is what gives them their authentic preppy pedigree. Where to Use Preppy Fonts (And Where Not To) Preppy fonts aren’t one-size-fits-all solutions, but when used appropriately, they’re absolutely magical. Here’s where they shine brightest: Wedding Invitations: Nothing says “elegant affair” quite like a beautifully chosen preppy serif. These fonts are perfect for formal invitations, save-the-dates, and wedding stationery that needs to feel sophisticated and timeless. Luxury Branding: Brands targeting affluent audiences or positioning themselves as premium often benefit from preppy typography. Think boutique hotels, high-end fashion, or artisanal goods. Editorial Design: Magazines, newsletters, and publications focusing on lifestyle, fashion, or culture can leverage preppy fonts to establish credibility and sophistication. Corporate Identity: Professional services, law firms, financial institutions, and consulting companies often choose preppy fonts to convey trustworthiness and establishment credibility. Academic Materials: Universities, prep schools, and educational institutions naturally gravitate toward preppy typography that reflects their traditional values and heritage. However, preppy fonts might not be the best choice for: Tech Startups: The traditional nature of preppy fonts can feel at odds with innovation and disruption. Modern sans serifs usually work better for tech companies. Children’s Brands: While elegant, preppy fonts might feel too formal for products targeting young children. Playful, rounded fonts are typically more appropriate. Casual Brands: If your brand personality is laid-back and approachable, overly formal preppy fonts might create distance between you and your audience. How to Choose the Perfect Preppy Font Selecting the right preppy font requires careful consideration of several factors. Here’s my tried-and-true process: Consider Your Audience: Are you designing for actual prep school alumni, or are you trying to capture that aspirational preppy aesthetic for a broader audience? Your target demographic should influence how traditional or accessible your font choice is. Evaluate the Context: A wedding invitation can handle more ornate details than a business card. Consider where your text will appear and how much personality the context can support. Test Readability: Preppy doesn’t mean hard to read. Always test your chosen font at various sizes to ensure it remains legible. Your typography should enhance communication, not hinder it. Think About Pairing: Will you be using this font alone or pairing it with others? Consider how your preppy serif will work alongside sans serifs for body text or script fonts for accents. Consider Your Medium: Some preppy fonts work beautifully in print but struggle on screens. Others are optimized for digital use but lose their charm in print. Choose accordingly. Pairing Preppy Fonts Like a Pro The magic of preppy typography often lies in thoughtful font pairing. Here are some winning combinations that never fail: Classic Serif + Clean Sans Serif: Pair your preppy serif headline font with a crisp, readable sans serif for body text. This creates hierarchy while maintaining sophistication. Traditional Serif + Script Accent: Use a refined script font sparingly for special elements like signatures or decorative text, balanced by a solid preppy serif for main content. Serif + Serif Variation: Sometimes pairing two serifs from the same family – perhaps a regular weight for body text and a bold condensed version for headlines – creates beautiful, cohesive designs. Remember, less is often more with preppy design. Stick to two or three fonts maximum, and let the inherent elegance of your chosen typefaces do the heavy lifting. The Psychology Behind Preppy Typography Understanding why preppy fonts work so well psychologically can help you use them more effectively. These typefaces tap into powerful associations: Trust and Reliability: The traditional nature of preppy fonts suggests stability and permanence. When people see these fonts, they subconsciously associate them with established institutions and time-tested values. Sophistication and Education: Preppy fonts are reminiscent of academic institutions and intellectual pursuits. They suggest refinement, education, and cultural awareness. Exclusivity and Status: Let’s be honest – part of the preppy aesthetic’s appeal is its association with privilege and exclusivity. These fonts can make designs feel more premium and aspirational. Quality and Craftsmanship: The careful attention to typographic detail in preppy fonts suggests similar attention to quality in whatever they’re representing. Modern Takes on Classic Preppy Style While preppy fonts are rooted in tradition, the best designers know how to give them contemporary flair. Here are some ways to modernize preppy typography: Unexpected Color Palettes: Pair traditional preppy fonts with modern colors. Think sage green and cream instead of navy and white, or soft blush tones for a fresh take. Generous White Space: Give your preppy fonts room to breathe with plenty of white space. This modern approach to layout keeps traditional fonts feeling fresh and uncluttered. Mixed Media Integration: Combine preppy typography with photography, illustrations, or graphic elements for a more contemporary feel while maintaining that sophisticated foundation. Strategic Contrast: Pair your refined preppy fonts with unexpected elements – maybe a bold geometric shape or modern photography – to create dynamic tension. Preppy Font Alternatives for Every Budget Not every preppy project has a premium font budget, and that’s okay! Here are some strategies for achieving that coveted preppy look without breaking the bank: Google Fonts Gems: Fonts like Playfair Display, Crimson Text, and Libre Baskerville offer sophisticated serif options that can work beautifully for preppy designs. Font Pairing Magic: Sometimes combining two free fonts thoughtfully can create a more expensive-looking result than using a single premium font poorly. Focus on Execution: A free font used with excellent spacing, hierarchy, and layout will always look better than an expensive font used carelessly. Common Preppy Font Mistakes to Avoid Even with the perfect preppy font, poor execution can ruin the effect. Here are the most common mistakes I see designers make: Overdoing the Decoration: Just because a font has elegant details doesn’t mean you need to add more flourishes. Let the typeface’s inherent sophistication speak for itself. Ignoring Hierarchy: Preppy design relies on clear, elegant hierarchy. Don’t make everything the same size or weight – create visual flow through thoughtful typography scaling. Poor Spacing: Cramped text kills the elegant feel of preppy fonts. Give your typography generous leading and appropriate margins. Wrong Context: Using an ultra-formal preppy font for a casual pizza restaurant’s menu will feel jarring and inappropriate. Match your font choice to your content and audience. The Future of Preppy Typography As we look ahead in 2025, preppy fonts continue to evolve while maintaining their classic appeal. We’re seeing interesting trends emerge: Variable Font Technology: Modern preppy fonts are increasingly available as variable fonts, allowing designers to fine-tune weight, width, and optical size for perfect customization. Screen Optimization: Classic preppy fonts are being redrawn and optimized for digital screens without losing their traditional charm. Inclusive Preppy: Designers are expanding the preppy aesthetic beyond its traditional boundaries, creating fonts that maintain sophistication while feeling more accessible and diverse. Sustainable Design: The timeless nature of preppy fonts aligns perfectly with sustainable design principles – these typefaces won’t look dated next year, making them environmentally responsible choices. Conclusion: Embracing Timeless Elegance Preppy fonts represent more than just letterforms – they’re a gateway to timeless elegance and sophisticated communication. Whether you’re designing wedding invitations for a Martha’s Vineyard ceremony or creating brand identity for a boutique law firm, the right preppy font can elevate your work from merely professional to genuinely distinguished. The beauty of preppy typography lies in its ability to feel both traditional and fresh, formal yet approachable. These fonts have stood the test of time because they tap into something fundamental about how we perceive quality, tradition, and sophistication. As you explore the world of preppy fonts, remember that the best typography choices support your message rather than overshadowing it. Choose fonts that enhance your content’s inherent qualities and speak to your audience’s aspirations and values. So whether you’re channeling that old-money aesthetic or simply want to add a touch of refined elegance to your designs, preppy fonts offer a wealth of possibilities. After all, good typography, like good manners, never goes out of style.

Perhaps the oldest, most pernicious form of human bias is that of men toward women. It often started at the moment of birth. In ancient Athens, at a public ceremony called the amphidromia, fathers would inspect a newborn and decide whether it would be part of the family, or be cast away. One often socially acceptable reason for abandoning the baby: It was a girl. Female infanticide has been distressingly common in many societies — and its practice is not just ancient history. In 1990, the Nobel Prize-winning economist Amartya Sen looked at birth ratios in Asia, North Africa, and China and calculated that more than 100 million women were essentially “missing” — meaning that, based on the normal ratio of boys to girls at birth and the longevity of both genders, there was a huge missing number of girls who should have been born, but weren’t. Sen’s estimate came before the truly widespread adoption of ultrasound tests that could determine the sex of a fetus in utero — which actually made the problem worse, leading to a wave of sex-selective abortions. These were especially common in countries like India and China; the latter’s one-child policy and old biases made families desperate for their one child to be a boy. The Economist has estimated that since 1980 alone, there have been approximately 50 million fewer girls born worldwide than would naturally be expected, which almost certainly means that roughly that nearly all of those girls were aborted for no other reason than their sex. The preference for boys was a bias that killed in mass numbers.But in one of the most important social shifts of our time, that bias is changing. In a great cover story earlier this month, The Economist reported that the number of annual excess male births has fallen from a peak of 1.7 million in 2000 to around 200,000, which puts it back within the biologically standard birth ratio of 105 boys for every 100 girls. Countries that once had highly skewed sex ratios — like South Korea, which saw almost 116 boys born for every 100 girls in 1990 — now have normal or near-normal ratios. Altogether, The Economist estimated that the decline in sex preference at birth in the past 25 years has saved the equivalent of 7 million girls. That’s comparable to the number of lives saved by anti-smoking efforts in the US. So how, exactly, have we overcome a prejudice that seemed so embedded in human society?Success in school and the workplaceFor one, we have relaxed discrimination against girls and women in other ways — in school and in the workplace. With fewer limits, girls are outperforming boys in the classroom. In the most recent international PISA tests, considered the gold standard for evaluating student performance around the world, 15-year-old girls beat their male counterparts in reading in 79 out of 81 participating countries or economies, while the historic male advantage in math scores has fallen to single digits. Girls are also dominating in higher education, with 113 female students at that level for every 100 male students. While women continue to earn less than men, the gender pay gap has been shrinking, and in a number of urban areas in the US, young women have actually been outearning young men. Government policies have helped accelerate that shift, in part because they have come to recognize the serious social problems that eventually result from decades of anti-girl discrimination. In countries like South Korea and China, which have long had some of the most skewed gender ratios at birth, governments have cracked down on technologies that enable sex-selective abortion. In India, where female infanticide and neglect have been particularly horrific, slogans like “Save the Daughter, Educate the Daughter” have helped change opinions. A changing preferenceThe shift is being seen not just in birth sex ratios, but in opinion polls — and in the actions of would-be parents.Between 1983 and 2003, The Economist reported, the proportion of South Korean women who said it was “necessary” to have a son fell from 48 percent to 6 percent, while nearly half of women now say they want daughters. In Japan, the shift has gone even further — as far back as 2002, 75 percent of couples who wanted only one child said they hoped for a daughter.In the US, which allows sex selection for couples doing in-vitro fertilization, there is growing evidence that would-be parents prefer girls, as do potential adoptive parents. While in the past, parents who had a girl first were more likely to keep trying to have children in an effort to have a boy, the opposite is now true — couples who have a girl first are less likely to keep trying. A more equal futureThere’s still more progress to be made. In northwest of India, for instance, birth ratios that overly skew toward boys are still the norm. In regions of sub-Saharan Africa, birth sex ratios may be relatively normal, but post-birth discrimination in the form of poorer nutrition and worse medical care still lingers. And course, women around the world are still subject to unacceptable levels of violence and discrimination from men.And some of the reasons for this shift may not be as high-minded as we’d like to think. Boys around the world are struggling in the modern era. They increasingly underperform in education, are more likely to be involved in violent crime, and in general, are failing to launch into adulthood. In the US, 20 percent of American men between 25 and 34 still live with their parents, compared to 15 percent of similarly aged women. It also seems to be the case that at least some of the increasing preference for girls is rooted in sexist stereotypes. Parents around the world may now prefer girls partly because they see them as more likely to take care of them in their old age — meaning a different kind of bias against women, that they are more natural caretakers, may be paradoxically driving the decline in prejudice against girls at birth.But make no mistake — the decline of boy preference is a clear mark of social progress, one measured in millions of girls’ lives saved. And maybe one Father’s Day, not too long from now, we’ll reach the point where daughters and sons are simply children: equally loved and equally welcomed.A version of this story originally appeared in the Good News newsletter. Sign up here!See More:

These 15 Dynamic Photos Will Make You Want to Dance Get footloose with these Smithsonian Magazine Photo Contest dance scenes Photographs selected by Quentin Nardi Text by Tracy Scott Forson June 13, 2025 In the 1500s, ballet roles for female characters were performed by men. Women entered the art form in the late 1600s and are now dominant in ballet. Libby Zhang, Texas, 2016 Like many art forms, dance transcends cultures, countries and continents. Flamenco, breakdancing, ballet, tango and other well-known genres are all forms of movement performed all across the globe. While being a professional can take decades of dedication and training, one appeal of dance is that you don’t have to be an expert to participate in or enjoy it. Just visit any preschool for evidence of that. “The arts teach tolerance because there is no one way of doing anything,” said dance icon and Emmy winner Debbie Allen. While some forms of dance are more structured and formal than others, they’re all about using the body as a tool of expression. Take a look. In Istanbul, a customary trance-like dance, embodying spiritual devotion and the pursuit of unity with the divine, is performed as part of a Sufi ceremony. Uku Sööt, Turkey, 2024 Passersby cheer and applaud energetic dancers in vibrant colors as they entertain a crowd at Fuzhou. Yi Yuan, China, 2024 A young dance student’s elegant movements are complemented by the flow and motion of her beautiful garment. Felicia Tolbert, Michigan, 2024 During a celebration in Tyrol, the locals perform a traditional dance called Schuhplattler, which is very demanding physically and requires the dancers to reach their shoes while jumping. Ory Schneor, Austria, 2024 Young dancers strike poses for photos before participating in a performance at Brihadeeswara Temple. Ravikanth Kurma, India, 2019 Members of Hush Crew, based in Boston, perform at public venues around the city—and all over social media—showing off their dance skills. Paul Karns, Massachusetts, 2024 A flamenco dancer from Granada jumps to heights that could rival any NBA Hall of Famer. Javier Fergo, Spain, 2017 Dancers of the Ho Chi Minh City Ballet nearly collide as they practice for a performance titled The Roof. Le Nguyen Huy Thuy, Vietnam, 2015 Genres converge as two dancers fuse the movements and choreography of ballet and hip-hop. Tom Griscom, Tennessee, 2015 A teenage dance student celebrates the first day of summer with an iconic ballet leap. Vicki Surges, Minnesota, 2010 Dressed in elaborate, ornate garments, dancers celebrating Day of the Dead participate in a colorful parade. Michelle Atkinson, Texas, 2013 With roots in Italy, ballet, like many forms of dance, is now common in countries and cultures around the world. Xiaoping Mao, China, 2023 Bodies blur as they move to the music during a party to celebrate the festive week of Maslenitsa at the St. Petersburg State University. Anton Golyshev, Russia, 2011 A wedding party celebrates new nuptials with a dance through the historic alleys of New Orleans’ French Quarter. Osman Sharif, Louisiana, 2021 Get the latest Travel & Culture stories in your inbox.

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