Hi, friends! Welcome to Installer No. 87, your guide to the best and Verge-iest stuff in the world. (If you’re new here, welcome, happy It’s Officially Too Hot Now Week, and also you can read all the old editions at the Installer homepage.) This week, I’ve been reading about Sabrina Carpenter and Khaby Lame and intimacy coordinators, finally making a dent in Barbarians at the Gate, watching all the Ben Schwartz and Friends I can find on YouTube, planning my days with the new Finalist beta, recklessly installing all the Apple developer betas after WWDC, thoroughly enjoying Dakota Johnson’s current press tour, and trying to clear all my inboxes before I go on parental leave. It’s… going.I also have for you a much-awaited new browser, a surprise update to a great photo editor, a neat trailer for a meh-looking movie, a classic Steve Jobs speech, and much more. Slightly shorter issue this week, sorry; there’s just a lot going on, but I didn’t want to leave y’all hanging entirely. Oh, and: we’ll be off next week, for Juneteenth, vacation, and general summer chaos reasons. We’ll be back in full force after that, though! Let’s get into it.(As always, the best part of Installer is your ideas and tips. What do you want to know more about? What awesome tricks do you know that everyone else should? What app should everyone be using? Tell me everything: installer@theverge.com. And if you know someone else who might enjoy Installer, forward it to them and tell them to subscribe here.)The DropDia. I know there are a lot of Arc fans here in the Installerverse, and I know you, like me, will have a lot of feelings about the company’s new and extremely AI-focused browser. Personally, I don’t see leaving Arc anytime soon, but there are some really fascinating ideas (and nice design touches) in Dia already. Snapseed 3.0. I completely forgot Snapseed even existed, and now here’s a really nice update with a bunch of new editing tools and a nice new redesign! As straightforward photo editors go, this is one of the better ones. The new version is only on iOS right now, but I assume it’s heading to Android shortly.“I Tried To Make Something In America.” I was first turned onto the story of the Smarter Scrubber by a great Search Engine episode, and this is a great companion to the story about what it really takes to bring manufacturing back to the US. And why it’s hard to justify.. That link, and the trailer, will only do anything for you if you have a newer iPhone. But even if you don’t care about the movie, the trailer — which actually buzzes in sync with the car’s rumbles and revs — is just really, really cool. Android 16. You can’t get the cool, colorful new look just yet or the desktop mode I am extremely excited about — there’s a lot of good stuff in Android 16 but most of it is coming later. Still, Live Updates look good, and there’s some helpful accessibility stuff, as well.The Infinite Machine Olto. I am such a sucker for any kind of futuristic-looking electric scooter, and this one really hits the sweet spot. Part moped, part e-bike, all Blade Runner vibes. If it wasn’t $3,500, then I would’ve probably ordered one already.The Fujifilm X-E5. I kept wondering why Fujifilm didn’t just make, like, a hundred different great-looking cameras at every imaginable price because everyone wants a camera this cool. Well, here we are! It’s a spin on the X100VI but with interchangeable lenses and a few power-user features. All my photographer friends are going to want this.Call Her Alex. I confess I’m no Call Her Daddy diehard, but I found this two-part doc on Alex Cooper really interesting. Cooper’s story is all about understanding people, the internet, and what it means to feel connected now. It’s all very low-stakes and somehow also existential? It’s only two parts, you should watch it.“Steve Jobs - 2005 Stanford Commencement Address.” For the 20th anniversary of Jobs’ famous (and genuinely fabulous) speech, the Steve Jobs Archive put together a big package of stories, notes, and other materials around the speech. Plus, a newly high-def version of the video. This one’s always worth the 15 minutes.Dune: Awakening. Dune has ascended to the rare territory of “I will check out anything from this franchise, ever, no questions asked.” This game is big on open-world survival and ornithopters, too, so it’s even more my kind of thing. And it’s apparently punishingly difficult in spots.CrowdsourcedHere’s what the Installer community is into this week. I want to know what you’re into right now as well! Email installer@theverge.com or message me on Signal — @davidpierce.11 — with your recommendations for anything and everything, and we’ll feature some of our favorites here every week. For even more great recommendations, check out the replies to this post on Threads and this post on Bluesky.“I had tried the paper planner in the leather Paper Republic journal but since have moved onto the Remarkable Paper Pro color e-ink device which takes everything you like about paper but makes it editable and color coded. Combine this with a Remarkable planner in PDF format off of Etsy and you are golden.” — Jason“I started reading a manga series from content creator Cory Kenshin called Monsters We Make. So far, I love it. Already preordered Vol. 2.” — Rob“I recently went down the third party controller rabbit hole after my trusty adapted Xbox One controller finally kicked the bucket, and I wanted something I could use across my PC, phone, handheld, Switch, etc. I’ve been playing with the GameSir Cyclone 2 for a few weeks, and it feels really deluxe. The thumbsticks are impossibly smooth and accurate thanks to its TMR joysticks. The face buttons took a second for my brain to adjust to; the short travel distance initially registered as mushy, but once I stopped trying to pound the buttons like I was at the arcade, I found the subtle mechanical click super satisfying.” — Sam“The Apple TV Plus miniseries Long Way Home. It’s Ewan McGregor and Charley Boorman’s fourth Long Way series. This time they are touring some European countries on vintage bikes that they fixed, and it’s such a light-hearted show from two really down to earth humans. Connecting with other people in different cultures and seeing their journey is such a treat!” — Esmael“Podcast recommendation: Devil and the Deep Blue Sea by Christianity Today. A deep dive into the Satanic Panic of the 80’s and 90’s.” — Drew“Splatoon 3 (the free Switch 2 update) and the new How to Train Your Dragon.” — Aaron“I can’t put Mario Kart World down. When I get tired of the intense Knockout Tour mode I go to Free Roam and try to knock out P-Switch challenges, some of which are really tough! I’m obsessed.” — Dave“Fable, a cool app for finding books with virtual book clubs. It’s the closest to a more cozy online bookstore with more honest reviews. I just wish you could click on the author’s name to see their other books.” — Astrid“This is the Summer Games Fest week (formerly E3, RIP) and there are a TON of game demos to try out on Steam. One that has caught my attention / play time the most is Wildgate. It’s a team based spaceship shooter where ship crews battle and try to escape with a powerful artifact.” — Sean“Battlefront 2 is back for some reason. Still looks great.” — IanSigning offI have long been fascinated by weather forecasting. I recommend Andrew Blum’s book, The Weather Machine, to people all the time, as a way to understand both how we learned to predict the weather and why it’s a literally culture-changing thing to be able to do so. And if you want to make yourself so, so angry, there’s a whole chunk of Michael Lewis’s book, The Fifth Risk, about how a bunch of companies managed to basically privatize forecasts… based on government data. The weather is a huge business, an extremely powerful political force, and even more important to our way of life than we realize. And we’re really good at predicting the weather!I’ve also been hearing for years that weather forecasting is a perfect use for AI. It’s all about vast quantities of historical data, tiny fluctuations in readings, and finding patterns that often don’t want to be found. So, of course, as soon as I read my colleague Justine Calma’s story about a new Google project called Weather Lab, I spent the next hour poking through the data to see how well DeepMind managed to predict and track recent storms. It’s deeply wonky stuff, but it’s cool to see Big Tech trying to figure out Mother Nature — and almost getting it right. Almost.See you next week!See More:

Geoff Keighley has promised a record-breaking number of publishers at Summer Game Fest this year, so we’ve rounded up what we think we’ll be playing in the coming monthsTech23:00, 05 Jun 2025We're so ready to step into Samus' boots againE3 might be long gone, but Summer Game Fest has replaced it. While Nintendo Switch 2 has just launched, and Sony has held its own State of Play event, tonight’s show is about as unpredictable as you can get. So, naturally, we’re trying to predict what we’ll be seeing.With everyone from PlayStation to SEGA, Xbox and even Nintendo making an appearance, we’re expecting big things from the showcase, which will be packed with titles for 2025 and beyond.‌While some are known quantities, like Borderlands 4, Little Nightmares 3, and the upcoming Bond game from Hitman developer IO Interactive, we’re still expecting plenty of surprises. Here’s everything we’re predicting for Summer Game Fest 2025.‌There are plenty of big namesWith Geoff Keighley’s events in both the Summer and December being key fixtures on the gaming events calendar, he’s able to pull off plenty of surprises. The Game Awards 2023 revealed Monster Hunter Wilds, while the following year showcased the first gameplay of Slay The Spire 2 and Split Fiction, as well as Elden Ring Nightreign and Intergalactic: The Heretic Prophet.As for Summer Game Fest itself, the show last year featured Dragon Ball: Sparking Zero, Kingdom Come: Deliverance II and Warhammer 40,000: Space Marine 2 - all games which were released since then.Article continues belowWe’ve heard rumblings that Capcom’s Pragmata, revealed alongside the PS5 in June 2020, could be shown at the event following an indefinite delay in 2023. It’s just as well, since we have no idea what the game really is yet.We’re also very curious about what Nintendo could show. The Switch 2 is out, but only as of yesterday, so we’d expect a sizzle reel to show what the console is capable of, as well as another look at Donkey Kong Bananza.‌PlayStation is probably easier to predict since the company is launching Hideo Kojima’s Death Stranding 2: On The Beach in just a few short weeks, and Geoff Keighley will likely find some way of getting the man himself on stage.SEGA has plenty to show, too. Sonic Racing CrossWorlds is still due this year, while the company has an ambitious plan to resurrect classic titles starting with Shinobi: Art of Vengeance and leading into Streets of Rage and Crazy Taxi.We tipped a Final Fantasy 7 Remake Part 3 announcement for Sony’s State of Play, but we’re still waiting for more news on Kingdom Hearts 4.‌Pearl Abyss is still aiming to launch Crimson Desert this year (supposedly), but we’re without a release date as yet, while the company is also working on its colourful DokeV which has been MIA for years at this point.While Microsoft is expected to appear, the company has its own showcase just two days later with a big focus on The Outer Worlds 2. As a result, we might just get a sneak peek at this year’s Call of Duty with more to come on Sunday.With Bungie’s Marathon hit by plagiarism accusations, Embark Studios has a great chance to get players onto Arc Raiders as an alternative. Speaking of Bungie, expect a gameplay trailer for Destiny 2: Edge of Fate.‌Elden Ring is coming to Switch 2(Image: FromSoftware, Inc.)Call us crazy, but we want a bunch of Switch 2 news. We want to see From Software’s Duskbloods, get a release date for Elden Ring: Tarnished Edition, and maybe even a Metroid Prime 4 release date from Nintendo itself.Given the history of Monster Hunter on portable consoles, we’ve got everything crossed for the series to come to Switch 2, but coming off of the excellent Wilds, it’s perhaps unlikely.‌Naturally, we’ve always got our fingers crossed that we’ll see Silksong, but rumours have suggested that Team Cherry’s long-awaited Hollow Knight follow-up would be announced at Microsoft’s event if at all.As we said in our State of Play predictions, we’re also expecting to hear more about Resident Evil 9 by the end of this week, in some way, shape, or form.With The Division 2 getting what’s likely its final DLC recently, here’s hoping for The Division 3, which has been rumoured for a while. Or, maybe Ubisoft will finally share something about the Splinter Cell title it has in development.Article continues belowDid we get any correct? Find out with us, with the show kicking off at 10PM BST on Friday night.For the latest breaking news and stories from across the globe from the Daily Star, sign up for our newsletters.‌‌‌

The Nintendo Switch 2 is finally a thing you can buy in the US — or at least, a thing you can try to buy. The $450 console officially went up for sale at midnight ET on June 5, with numerous retailers offering the device both online and in-store. Predictably, online stock dried up fairly quickly and remains highly limited as of Thursday evening. Broadly speaking, it appears people have had a bit more luck by heading to a physical retail store. There’s still no guarantee that you’ll be able to snag one that way, but a couple of Engadget staffers managed to grab a Switch 2 on Thursday at their local Target and GameStop, even with no pre-order in place.  If you can’t find the device out in the wild, your next best chance to get the Switch 2 online looks to be via Target. The retailer says it’ll resume selling the console online in the “early morning” on Friday, June 6, though it hasn’t confirmed an exact time beyond that. To make things a little easier for those still on the hunt, we’re rounding up all of the information we can find on how to buy the Nintendo Switch 2 at launch and tracking any restocks that pop up. Where to buy the Nintendo Switch 2 Walmart opened up online purchases at midnight on June 5, but both the console alone and Nintendo's Mario Kart World bundle remain out of stock as of our latest update. Naturally, the world's largest retailer is also selling the console at its brick-and-mortar locations. The company has noted that quantities are limited and inventory will vary by location, but it's worth checking if any store near you still has devices available. Target began selling the Switch 2 in stores on June 5. The retailer has warned that supply will be limited, but some stores still appear to have the console in stock as of Thursday evening, so it's worth looking into the locations closest to you. Anecdotally, Engadget's Billy Steele was able to pick up the device at a Target just outside of Greensboro, North Carolina as late as 4:15pm ET on Thursday. The company says it'll restock its online inventory in the "early morning" on Friday, June 6, while supplies last. That may be the next best opportunity to secure the Switch 2 without going to a store. GameStop held launch events on Wednesday and is advertising in-store availability, though again this will vary by location. Engadget's Cherlynn Low was able to buy the console without a pre-order at a GameStop store in the New York City area on Thursday morning. That particular location had a little under 80 units available, but its manager told Low that inventory will differ at other stores based on population. As we write this, the device is unavailable on GameStop's website. A $625 bundle that includes Mario Kart World, a microSD Express card and a few other accessories has been in and out of stock more frequently than the standard SKUs, though it's sold out now (and kind of scummy anyway). We briefly saw it pop back up around 2:30pm ET, so it may be one to bookmark if you can stomach the extra cost. The listings for the base console and Mario Kart bundle, meanwhile, now point to a "Find a Store" page. Best Buy held in-store launch events at midnight and said it'd have limited stock at its retail locations starting June 5. It is not selling the console online during launch week, however. You may also have some luck at certain membership-based retailers. A Mario Kart World bundle at Costco that includes a 12-month Switch Online membership has gone in and out of stock, while Sam's Club has had a bundle without the Switch Online sub available as well. You'll need a membership to check on either of those, though. We've also seen online stock at BJ's, but those listings are unavailable as of our most recent update. Verizon briefly had the Switch 2 available on Thursday morning, but that's dried up, and only those with Verizon service were able to order. As of now, Amazon is the only major retailer that doesn't have some form of Switch 2 listing on its website. The company didn't take any pre-orders for the Switch 2 either, so it's unclear if and when it will sell the device. Newegg has listed the Switch 2 on its site for several weeks, but it hasn't started sales yet.  With all of these stores, we've generally seen the Mario Kart World bundle available in greater quantities online than the base console, which costs $50 less. But considering Mario Kart is the Switch 2's biggest launch game and retails for $80 on its own, that may not be the worst thing. Nintendo, meanwhile, is still only selling the Switch 2 via an invite system. This requires you to have been a Switch Online member for at least 12 months and logged at least 50 hours of Switch 1 playtime as of April 2. It can't hurt to put your name on the list if you meet that criteria, but don't expect it to bear fruit anytime soon — several people who registered in April still haven't received an invite, and shipments haven't gone out yet for many of those who did order (including yours truly). You can find a list of every Switch 2 retail listing we could find below. Just be aware that this is meant to be a reference, not a rundown of everywhere the device is available right this second. Where to buy Switch 2 + Mario Kart World bundle: Walmart GameStop GameStop ($625 bundle with various accessories) Best Buy Target Costco (membership required) Sam's Club (membership required) BJ's (membership required) Verizon (service required) Where to buy Switch 2: Walmart GameStop Best Buy Target BJ's (membership required) Verizon (service required) Where to buy Nintendo Switch 2 games and accessories Nintendo is also selling a bunch of new accessories for the Switch 2, most of which became available on June 5 alongside the console. The same thing goes for games such as Mario Kart World and the Switch 2 edition of The Legend of Zelda: Tears of the Kingdom. Another big Switch 2 title, Donkey Kong Bananza, won't be available until mid-July, though you can still pre-order it today. As of Thursday evening, just about all Switch 2 games remain widely available. Stock for the accessories is a little patchier, but most devices are generally in stock at certain retailers. Note that you'll need to have received an invite to purchase most accessories at Nintendo's online store. Mario Kart World ($80) Nintendo Walmart GameStop Best Buy Target Donkey Kong Bananza ($70) Nintendo Walmart GameStop Best Buy Target Costco (membership required) Additional Switch 2 games Nintendo Amazon Walmart GameStop Best Buy Target Samsung microSD Express Card (256GB) for Nintendo Switch 2 ($60) Nintendo (invite required) Walmart GameStop Best Buy Target Amazon Joy-Con 2 bundle ($95) Nintendo (invite required) Walmart GameStop Best Buy Target Switch 2 Pro Controller ($85) Nintendo (invite required) Walmart GameStop Best Buy Target Costco ($75, membership required) Switch 2 Camera ($55) Nintendo (invite required) Walmart GameStop Best Buy Target Hori Nintendo Switch 2 Piranha Plant Camera ($60) Best Buy Target Amazon Joy-Con 2 Charging Grip ($40) Nintendo (invite required) Walmart GameStop Best Buy Target Joy-Con 2 Wheels (set of 2) ($25) Nintendo (invite required) Walmart GameStop Best Buy Target Switch 2 All-in-One Carrying Case ($85) Nintendo (invite required) Walmart GameStop Best Buy Target Switch 2 Carrying Case and Screen Protector ($40) Nintendo (invite required) Walmart GameStop Best Buy Target Nintendo Switch 2 Dock Set ($120) Nintendo (account required) This article originally appeared on Engadget at https://www.engadget.com/gaming/nintendo/how-to-buy-the-nintendo-switch-2-current-in-stock-availability-on-consoles-and-games-120039522.html?src=rss

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

How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in CitiesSave this picture!Boise, United States. Image via Wikipedia user: Fæ. License under CC0 1.0. Image Author: Alden SkeieFrom greenhouse gas emissions and air pollution to deforestation, one of the leading contributors to global warming today is emissions from the transportation sector. Exploring its origins and evolution, as well as the major challenges it faces, the development of electric mobility in urban environments represents a global transition that requires a coordinated mix of policies and actions to achieve cleaner and more sustainable transportation systems. Designing safe and comfortable infrastructure for walking and cycling, promoting public transit and shared mobility, and designing more efficient streets that include electric vehicles, among other actions, are part of a growing worldwide effort to reduce carbon emissions.Although electric vehicles were invented before gasoline and diesel cars in the first half of the 19th century, they have undergone significant technological advances over the past 20 years, reducing their costs and their environmental impact, and increasing their utility. Around 1834, Thomas Davenport developed the first battery-powered electric vehicle, building a small train on a circular track and inventing the first direct current (DC) electric motor. Although there were numerous innovations in the years that followed, battery limitations were a major obstacle. The zinc consumption of a battery was four times more expensive than the coal consumption of a steam engine, so at that time it competed with the electric motor. Save this picture!By 1898, the first commercially available electric vehicles were operating in London and New York. As Francisco Martín Moreno explains in "Vehículos eléctricos. Historia, estado actual y retos futuros", in the early 1900s, several electric car models emerged, primarily accessible to wealthy consumers and designed for short distances. In contrast, the early gasoline-powered cars introduced in the 1920s were noisy, emitted strong gasoline odors, and were hard to drive due to complex gear systems. However, large quantities of oil were discovered between 1920 and 1930, making gasoline-powered cars cheaper in Texas and other US states. Highways began to be built connecting cities, allowing gasoline-powered vehicles to travel from one city to another, something beyond the reach of electric vehicles due to their short range. Mass production techniques like Henry Ford's assembly line further reduced costs, making gas-powered cars affordable to the middle class. Related Article Gas Stations and Electric Cars: How Do They Change Cities Save this picture!By the late 1920s, gasoline vehicles had overtaken electric vehicles, and electric car production largely ceased in the 1930s. However, as a result of the oil crisis in the 1970s and the Gulf War in the 1990s, along with the emergence of climate change as a priority, there was a renewed interest in electric cars. This resurgence led to new models of electric vehicles—from small cars to buses and even trucks. The energy crisis led to an increase in gasoline prices, and society in advanced countries began to become aware of the effects of greenhouse gas emissions from oil combustion, the greenhouse effect, and climate change. Concern about greenhouse gas emissions and climate change increased as oil prices rose, and society began to recognize and become more aware of the impact of the current transportation model on cities and the urgency of finding more environmentally friendly transportation alternatives.Save this picture!Save this picture!In developed countries during the 20th century, the growth of cities was largely due to private car use, allowing citizens to travel miles and miles daily from home to work. Suburban expansion shifted the cost of commuting to individuals. Some residential areas are developing far from the city center and industrial zones, where a large proportion of the population relies on cars. In 2010, the global population was around 7 billion, and it's expected to reach 10 billion by 2050. The number of vehicles, meanwhile, is projected to grow from 75 million in 2010 to 2.5 billion by 2050. Will there be enough fossil fuels to power this massive fleet? What will be the future of gas stations?Save this picture!To meet the goals of the Paris Climate Agreement and reduce growing air pollution, low- and middle-income countries should join the global transition to zero-emission electric transport. According to data from the International Energy Agency and the European Alternative Fuels Observatory, China led the world in 2024 with over 7 million electric vehicles (including cars and buses) in operation—an increase of over 3 million in just one year. The U.S. ranked second, followed by Germany, which leads in Europe with about 1.3 million EVs. The UK and France round out the top five.Save this picture!To support this transition, the United Nations Environment Programme (UNEP) has launched a global initiative alongside private sector partners, academic institutions, and financial organizations, helping low- and middle-income countries shift to electric mobility. In Latin America, transportation accounts for around one-third of CO₂ emissions. In Africa, Asia, and parts of Latin America, motorcycles and three-wheelers are essential for daily mobility, often covering over 100 km per day. However, these vehicles usually rely on outdated technologies, making them highly polluting and inefficient. Electrifying two- and three-wheelers presents a significant opportunity to reduce both greenhouse gas emissions and air pollution. UNEP is assisting 17 countries in creating national strategies and running pilot projects to introduce these electric vehicles in regions like Africa, Southeast Asia, and Latin America.Save this picture!Given the rapid urbanization in many low- and middle-income countries, mass public transport remains a cornerstone of urban mobility. Cities across Africa, Asia, and Latin America are investing in better transportation systems, including high-capacity bus corridors and Bus Rapid Transit (BRT) systems. Yet, with the average bus lifespan exceeding 12 years, it's essential to avoid locking cities into outdated technologies. Developing policies to support and incentivize the adoption of zero-emission vehicles is essential to achieving the electrification of public transport. The European Commission proposes promoting investment initiatives in charging infrastructure and emissions trading, to be implemented starting in 2026, by putting a carbon price on fossil-fuel vehicles. This measure seeks to boost the use of electric vehicles and the transformation of transport systems. Now, how could charging infrastructure be developed to support a potential massive growth in the electric vehicle fleet? What upgrades and innovations are needed to handle this future demand? What would happen if all transportation suddenly depended on the power grid?Save this picture!Save this picture!The UN emphasizes that using public transportation is critical to curbing climate change. Electrifying buses and trains could cut greenhouse gas emissions by up to two-thirds per passenger per kilometer compared to private vehicles. Still, private cars hold the greatest potential for emission reduction. In 2018, light-duty vehicles were responsible for nearly half of all transport emissions—including those from rail, sea, and air travel. Several major carmakers have announced ambitious plans to release new EV models in the next five years.Save this picture!According to a study by the McKinsey Center for Future Mobility (2019), roughly 60% of global car trips are under 8 kilometers, making them ideal for micromobility solutions. Electromicromobility refers to small, lightweight, and low-speed electric transportation options for short distances, such as electric skateboards, scooters, bikes, mopeds, and quadricycles. From a user perspective, electric vehicles still face hurdles like high costs, limited range, and long charging times. However, their broader societal benefits—particularly emissions reductions—are significant. Therefore, local and national governments are encouraged to implement supportive policies, such as vehicle purchase subsidies, tax breaks, free charging stations, parking benefits, access to city centers, and special electricity rates for nighttime charging, etc.Save this picture!Save this picture!Ultimately, we should ask: What lies ahead for modern transportation? How could new forms of natural, artificial, and collective intelligence be integrated into the design of today's transportation systems to improve resilience to environmental and growth challenges? What partnerships between countries, industries, and organizations are needed to ensure a sustainable and innovative supply of key materials? What will happen to used EV batteries and electronic components? Will be electric mobility in cities the only way to reduce carbon emissions?This article is part of the ArchDaily Topics: What Is Future Intelligence?, proudly presented by Gendo, an AI co-pilot for Architects. Our mission at Gendo is to help architects produce concept images 100X faster by focusing on the core of the design process. We have built a cutting edge AI tool in collaboration with architects from some of the most renowned firms such as Zaha Hadid, KPF and David Chipperfield.Every month we explore a topic in-depth through articles, interviews, news, and architecture projects. We invite you to learn more about our ArchDaily Topics. And, as always, at ArchDaily we welcome the contributions of our readers; if you want to submit an article or project, contact us. Image gallerySee allShow less About this authorAgustina IñiguezAuthor••• Cite: Agustina Iñiguez. "How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in Cities" 03 Jun 2025. ArchDaily. Accessed . <https://www.archdaily.com/1030500/how-will-transportation-work-in-the-future-a-look-at-the-rise-of-electric-mobility-in-cities&gt ISSN 0719-8884Save世界上最受欢迎的建筑网站现已推出你的母语版本!想浏览ArchDaily中国吗?是否 You've started following your first account!Did you know?You'll now receive updates based on what you follow! Personalize your stream and start following your favorite authors, offices and users.Go to my stream

Apple — and almost everybody else — has gotten a slight reprieve as a US court yesterday set aside the Trump tariff tax. But conflict and confusion continue to batter global trade, and while the news will provide a glimmer of relief, it will probably be short-lived. There’s always another dead cat to throw into the flames. Three judges from the US Court of International Trade found that the US International Emergency Economic Powers Act, which the Trump administration invoked to justify the imposition of these tariffs, does not give the president the authority to levy these taxes on trade. “The court does not read IEEPA to confer such unbounded authority and sets aside the challenged tariffs imposed thereunder,” they wrote. The judgement does not impact the 25% “trafficking tariffs” imposed on Mexican and Canadian products and does not prevent the 20% trafficking tariff in place on Chinese goods. It does, however, end the “worldwide and retaliatory” 10-50% tariffs the administration threw at 57 countries. A coalition of small businesses took the case to court, arguing that only Congress has the authority to levy tariffs under the law used by the president’s office. They seem to have prevailed in the argument — at least, so far. It is interesting to note that the administration wanted all the tariff-related lawsuits moved to this particular court, as it felt it would receptive to the administration’s arguments.  This turned out to be an error. What is an emergency? Responding, a White House statement from spokesperson Kush Desai maintained the need for these tariffs, calling US trade deficits a “national emergency that has decimated American communities, left our workers behind and weakened our defense industrial base — facts that the court did not dispute.”  But can a trade in cheap consumer goods be seen as an unusual threat after it has been part of US culture for decades? Not according to the US Court of International Trade. The judges say the trade deficit does not meet the Nixon-era International Emergency Economic Powers Act requirement that an emergency can only be triggered by an “unusual and extraordinary threat.”  The journey is by no means over, of course. With the president recently threatening additional tariffs on iPhones made in India (“I have a bit of a problem with my friend, Tim Cook”), the reprieve may be brief.  Desai’s statement said “unelected judges” are not the right people to decide how to handle what he calls a national emergency. “The administration is committed to using every lever of executive power to address this crisis and restore American greatness.”  It seems likely to end at the Supreme Court, even while the administration argues that it should not be bound by the checks and balances that still remain under the US Constitution. For now, an appeal has been lodged with the United States Court of Appeals for the Federal Circuit in Washington.  Where is the off-ramp? Apple, the world’s biggest consumer electronics company, which contributes a fortune to the US treasury and employs tens of thousands of Americans, will likely be relieved the tariffs have been set aside.  The reprieve implies that US consumers won’t need to pay more for their iPhones for a little longer yet and better reflects the reality that even if Apple were to shift iPhone manufacturing to the US, doing so would take years, cost billions, require engineering skills in quantities that do not yet exist in the US, would involve automation rather than large numbers of new jobs, and would be hampered by the availability of components and materials.  For the time being, at least, the judgment is a significant obstacle to the tariff taxes, albeit one that casts another spanner in the works for ongoing international trade talks. However, there is still scope for the administration to impose sector-specific taxes. All the same, “Tim Apple” will be acutely aware that the future will not look like the past, and the company’s $500 billion investment in the US will be part of the company’s future approach to manufacturing and trade. It suggests that while moving iPhone manufacturing to the US may be impractical, moving manufacture of some components and hardware may make sense. It is possible that as Apple and the US administration continue to negotiate, they may yet identify a road that enables both to declare some form of victory. You can follow me on social media! Join me on BlueSky,  LinkedIn, and Mastodon.

As the chaos and confusion surrounding America’s tariff policies continues to swirl, one truth remains a constant: A lot of things are going to get more expensive. No matter what happens to tariffs in the courts or as the result of trade deals with other countries, the prices of many products are going to increase due to tariff pressures, and they probably won’t be going down again any time soon.Companies know their customers aren’t thrilled about price increases, and some will employ a bit of basic trickery to hide the increased costs of their items from you by keeping the sticker price relatively unchanged while compensating for tariff costs in other, less obvious ways. Here are six tricks to watch out for if you're wondering whether an item you're about to by has been affected by tariffs. Shrinkflation“Shrinkflation”—the practice of subtly reducing the amount of a product you get for the same price—isn’t new. Companies have been introducing “new” and “improved” versions of products that are just smaller versions in new packaging for years as a strategy to hide price increases. The strategy works because few consumers take the time to notice just how many ounces or items are contained in the package.Companies will likely be leaning into shrinkflation strategies with a vengeance to hide tariff costs. By reducing the amount of product you get, they can keep the price nominally steady while shaving their costs to compensate for the tariffs they’ll be paying. Make a note of the size and quantities of the products you already have in your house and pay attention the next time you go shopping—you might find you’re getting a lot less for the same price.SkimpflationA subtle way to make up for added tariff costs? Use cheaper ingredients or components. Reducing the quality of what goes into a product reduces costs, which allows the price to stay the same. A recent real-world example involves Scott’s toilet paper, which advertises 1,000 sheets per roll. The number of sheets has remained the same, but the weight of a 4-pack has gone from a little over 2 pounds to just 1 pound, 7.6 ounces in recent years. Something changed—either the thickness of the sheets, or the components used in its production—and the result is a cheaper product being sold for the same price.Skimpflation can be very difficult to spot unless you have older versions and product labels to compare new items against. There are a few more obvious signs:Substitutions. Cardboard instead of plastic components and packaging—cardboard is a lot cheaper.Ingredients. If the first ingredient listed is water, there’s a very good chance you’re looking at a skimpflated product. Water is a common substitution when other ingredients are reduced. Similarly, if a product once made with real sugar now sports high-fructose corn syrup, the product has been changed without telling you.Performance. The proof is often in the performance. If a product you’ve used for a while suddenly isn’t as good or seems to break or wear out more easily, that’s a sign that the company has cheapened the ingredients or production process in some way.Price creepCompensating for tariff costs doesn’t always happen in one dramatic (very noticeable) price increase. Incremental price increases over a period of months can slip under the radar, and before you know it you’re paying 25% more for the same product and you didn’t even notice.Companies sometimes obscure these incremental price hikes by introducing new packaging, which can subconsciously be viewed as a “new” product and visually disconnect the product from the old pricing, making it easier to miss.Excluding stuff that used to be includedOne subtle way to hide tariff costs is to include less stuff with a product. One easy way to reduce costs in gadgets, for example, is to simply stop providing batteries. Another way is to take printed, hardcopy manuals or instructions and make them digital—a QR code to download the manual instead of a printed booklet. If something you buy holds at the old pricing but suddenly doesn’t include everything you’re used to, that’s a sneaky way of hiding those tariffs.One obvious way this comes into play is the packaging: If something that used to come in a box now shows up on shelves on a cardboard tray instead of a full box—or with no packaging at all, just a price tag—that’s another relatively low-impact way companies can deal with tariff costs without literally increasing prices.Mysterious feesA tried-and-true way of deceiving consumers about pricing is the sudden inclusion of mystery fees. This is most effective for digital and online products and services, where fees can be positioned (and named) in various ways. The core price of the product remains the same, and if you’re not watching closely you might not even realize that your overall costs have risen. If you do notice, framing the price increase as a “fee” implies a lack of responsibility on the part of the company—after all, they’re not raising prices, they’re just imposing a fee.Assembly now requiredFinally, if you suddenly find yourself needing a certification in flatpack assembly for just about everything, you might blame tariffs. Shipping items fully-assembled costs more, so engineering them so you can ship them as nested components allows companies to reduce both packaging and shipping costs, offloading the labor cost of assembly to you. So you’re paying the same price at the store, but then you have to pay a little more in sweat equity to actually use the product.

If you've ever wondered where loofahs come from, take a trip with us.   Image: Penpak Ngamsathain / Getty Images Get the Popular Science daily newsletter💡 Breakthroughs, discoveries, and DIY tips sent every weekday. If you’ve spent most of your life under the impression that loofahs are some type of sea sponge and that these scratchy natural scrubbers are the last thing you’d want to use on your body on a daily basis, you’re not alone. But in fact, the Luffa Aegyptiaca (often known as loofah in the U.S.) is the taxonomic name of a species of gourd that grows on land, and it’s a genetic descendant of the wild cucumber. What’s more, if it’s locally grown with minimal processing, it’s plenty soft enough for not just your skin, but plenty of other applications, too. What is a luffa? In the States, you’d be excused for not being familiar with this unique plant, as luffa is far more popular in Asia and tropical regions. In fact, very few farmers grow the plant commercially for the American market—there are just two farms in the country and, according to Brooklynn Gamble, farm supervisor at The Luffa Farm in Nipomo, California, both are located in the West Coast state. But the plant isn’t endemic to countries this far north, so cultivating it requires lots of care and attention. Luffa plants growing on vines at The Luffa Farm. Image: Courtesy of The Luffa Farm Fortunately, luffa farmer Deanne Coon was willing to offer both, which is how The Luffa Farm was born in 2000 after growing the plant as part of a friend’s biology class experiment and then spending nearly two decades experimenting. Thanks to Nipomo’s location in a decidedly non-tropical climate, Coon had to account for things like cooler seasons (she grows in greenhouses), coastal winds (also greenhouses) and gophers (she grows plants in pots instead of directly in the ground).  Now semi-retired, she and a team run the small farm peppered with avocado and citrus trees and decorated with quirky custom yard art. They also offer tours during open hours so visitors can learn a little something about luffa. Guests saunter through a steamy greenhouse where long green gourds that resemble zucchini hang from trellises in impressive quantities. They learn that while some Asian cultures raise smaller varieties that are green, tender, and edible when young, it’s not popular as a culinary ingredient in the U.S. And when they inquire about why crispy brown gourds are still hanging on the vine, they learn that luffa isn’t harvested until well after you think it’s dead. “When it’s completely brown and dry we cut it off the vine,” Gamble explains. Only then, and after it is peeled, will it finally be recognizable as the fibrous exfoliating sponge many know and love. In areas of Asia, the luffa fruit is used in culinary dishes. Image: Courtesy of The Luffa Farm It’s what’s on the inside that matters Getting to that point, however, takes time and unique biological functions that aren’t visible to the naked eye. It takes six to nine months after planting luffa seeds for them to be ready to harvest, Gamble explains (longer in winter, shorter in summer). It takes three to four months just for slim green baby gourds to start sprouting from reaching vines and the male flowers, which are necessary for pollination, to bloom.  Once that happens and pollination is complete, the squash are technically edible and ripe for picking. The inner fruit tends to be slimy like okra, so it’s a bit of an acquired taste. However, there are certainly recipes from around the world that incorporate this nutritional veggie. But The Luffa Farm isn’t in the business of unpopular produce, so the fruit is left on the vine where it can grow as large and heavy as the trellised vines can handle, Gamble continues. As that happens, the interior plant fibers act as the veins that feed water and nutrients to the seeds, the care of which is the plant’s number one directive. Those veins get thicker and denser to nourish the seeds as the gourd grows. When the gourd gets too big—about the size of an oversized zucchini—the vine, which can grow 30 to 40 feet in any direction, cuts off the water supply to the whole fruit in order to redistribute resources to other plants on the vine that are still growing. “As the vine sucks the water out and recycles it, [the gourd] dries up,” Gamble describes. When that happens, instead of rotting like most other produce, the luffa turns from deep green to yellow to brown and hard. When that happens, the gourd feels light as air because all the liquid and vegetable matter has dried up, leaving only a fibrous network of cellulose inside the now-hard, shell-like skin. That’s when it’s time to harvest. The skin is cracked open and the seeds, which can be replanted, are shaken out. Harvesters soak the whole gourd in water for five minutes, which rehydrates the thin layer of vegetable residue on the underside and then “the skin so it slides right off,” Gamble says. What’s left over is an airy, light, sponge-like spidery network of plant fibers that make an excellent natural multi-purpose sponge that’s pliable when dry and even softer when wet. That’s what makes it such an attractive option among skincare enthusiasts. Not all luffa are created equal If that doesn’t sound at all like the rigid, compressed luffa you see for sale at your local health food store, you’re not wrong. Most luffa are imported, and since they’re a plant, they must be treated beforehand to ensure they won’t transport bugs, disease, or other agricultural blights, Gamble explains.  “Those heat treatments in particular are what damage the fibers,” she states. It shrinks the otherwise light and loose cellulose structures and makes the luffa hard, compact, and less pliable. Compromising the structure also makes them more prone to bacterial growth, because they don’t dry out as easily or completely between uses. Luffas grown and sold at The Luffa Farm. Image: Courtesy of The Luffa Farm Luffa grown in the U.S., like the ones from The Luffa Farm, don’t have to be treated with anything since they’re not imported from overseas. They just get a quick rinse before they’re sold. As a result, they’re softer, more pleasant on skin, more versatile, and longer lasting. One might last up to a year of regular use. Plus, because they’re highly porous, “they don’t create the same breeding ground for bacteria,” Gamble offers. A plant with unlimited uses But exfoliating isn’t all these plants are good for. On the contrary, Gamble says there are many uses for luffa. Softer varieties can be used as a facial sponge in place of a washcloth. They can even be tossed in the washer for a deep clean, though you should avoid putting them in the dryer. They make excellent dish sponges and pot scrubbers. Gamble uses one on her stainless steel stove.  A wet luffa makes quick work of washing your car, too, especially when it comes to scrubbing bugs off your grill, Gamble recommends. The fibers won’t even scratch the finish. They’ve even been used as insulation in mud brick houses and as industrial filters and may have inspired a sunlight-powered porous hydrogel that could potentially purify water. The best part: untreated luffa sponges are compostable, making them an eco-friendly alternative to synthetic sponges. “They are so unique as a plant,” Gamble says, a truly multifunctional and sustainable natural product whose uses go far beyond bath time exfoliation. And yes, it’s one that grows on land, not underwater.

Forward-looking: Antimatter consists of particles with properties opposite to those of regular particles. It plays a central role in modern physics research and forms naturally through cosmic collisions or radioactive decay. However, studying it is difficult, as contact with normal matter results in instant annihilation. The European Organization for Nuclear Research, better known as CERN, is one of the few places on Earth capable of routinely producing antimatter from high-energy collisions with particle accelerators. Researchers there have now developed a novel method to transport small quantities of antimatter to external laboratories. This world-first achievement could enable more precise studies of the elusive antiparticles described in the Standard Model of particle physics. CERN researchers developed a two-meter containment device capable of temporarily trapping antimatter particles. They even trucked the device around the facility for four kilometers before returning it to the lab, where they confirmed the antiparticles were still intact. The brief trip required no external power source, proving that antiparticles can theoretically travel far beyond a few kilometers. It also demonstrated that antimatter can be safely transported to distant laboratories using nothing more than a standard vehicle and Europe's public road network. CERN facilities lie near Geneva, on the France – Switzerland border. Judging by the truck's route carrying the experimental containment device, the researchers likely crossed the border from France into Switzerland and back. Physicists have explained the practical application of antimatter transport in a recent study, which revealed limits to precision measurements using low-energy protons produced exclusively at CERN's Antimatter Factory. Magnetic field fluctuations from the facility's decelerators interfere with experiments, while dedicated off-site laboratories could enable more accurate results. // Related Stories Now that CERN has proven it can safely transport antiparticles beyond its grounds, it is preparing the next phase of its antimatter project. A new, state-of-the-art facility at Heinrich Heine University Düsseldorf in Germany will soon receive the first batch of antimatter cargo. The particles will travel nearly 800 kilometers to reach their destination.

Samsung is having a busy 2025, and it is turning out to be a year with noteworthy product releases. The brand's Galaxy S25 Ultra model got a refreshed design, this was followed up by the recent launch of its Galaxy S25 Edge. But it appears that Samsung has more up its sleeves, as its Galaxy Z Fold 7 book-style foldable is set to get big upgrades this year. A new foldable model is also said to be in the works, and it could debut as tri-fold smartphone. The price and launch timeline for this device has now leaked online.Tipster Yogesh Brar claims that Samsung's tri-fold device is set for launch in Q3 2025. This contradicts an earlier report, which claimed that the bigger foldable will debut much later after the Galaxy Z series releases this year.The leaker reiterates information that was previously leaked — that the Samsung tri-fold model will see a limited release and that it will only go on sale in South Korea and China.The purported tri-fold Galaxy smartphone will see limited production, meaning that the device will be available in limited quantities. It remains unclear whether Samsung will ramp up production, depending on demand at the moment. However, given its expected price tag that should be between $3,000 (roughly Rs. 2,56,200) to $3,500 (roughly Rs. 2,98,900), such a device may only see a few takers.While regular book-style foldables have a large display with a single hinge, Samsung is expected to go the Huawei Mate XT Ultimate route and launch a device with two hinges instead.We have seen some patent leaks in the past that indicate similar layouts, one with two hinges and another with three hinges and four connected panels as well. Indeed, these foldables will open out into full-size tablets instead of the current state of foldables, which basically gives a user the width of two regular smartphone displays side-by-side. REVIEWKEY SPECSNEWSDesignDisplaySoftwarePerformanceBattery LifeCameraValue for MoneyGoodNew design is for the better Cameras deliver consistent performance Good battery life Excellent performance Smooth UIBadS-Pen is a downgrade No Dolby Vision support Low light camera performance is lacking Slow chargingRead detailed Samsung Galaxy S25 Ultra reviewDisplay 6.90-inchProcessor Snapdragon 8 EliteFront Camera 12-megapixel Rear Camera 200-megapixel + 50-megapixel + 50-megapixel + 10-megapixelRAM 12GBStorage 256GB, 512GB, 1TBBattery Capacity 5000mAhOS Android 15Resolution 1400x3120 pixelsKEY SPECSNEWSDisplay 6.70-inchProcessor Snapdragon 8 EliteFront Camera 12-megapixel Rear Camera 200-megapixel + 12-megapixel RAM 12GBStorage 256GB, 512GBBattery Capacity 3900mAhOS Android 15Resolution 1440x3120 pixelsKEY SPECSNEWSDisplay (Primary) 6.40-inchFront Camera 8-megapixel Rear Camera 50-megapixel + 12-megapixel + 12-megapixel RAM 16GBStorage 256GBBattery Capacity 5600mAhOS HarmonyOS 4.2Resolution 1008x2232 pixels For the latest tech news and reviews, follow Gadgets 360 on X, Facebook, WhatsApp, Threads and Google News. For the latest videos on gadgets and tech, subscribe to our YouTube channel. If you want to know everything about top influencers, follow our in-house Who'sThat360 on Instagram and YouTube. Sheldon Pinto Sheldon Pinto is based in Mumbai, and has several years of experience in reviewing smartphones and gadgets. As a Senior Reviewer at Gadgets 360, you will always find him deeply immersed in his reviews, switching from one phone to another. When the battery dies out, Sheldon is always browsing the web for a good sci-fi movie or reading up on cars and bikes. He also loves creating lists of interesting places to eat and travel. Sheldon is available on Twitter at @shellshocd, and you can mail him at ...More Related Stories