
Coffee, tea or … yaupon? Will Trump's tariffs force Americans back to their home-grown brew?
Age: Yaupon (Ilex vomitoria) is North America's only native caffeinated plant. It was long used by Indigenous people pre-colonisation.
Appearance: A variety of holly, evergreen, can grow to 10m tall, mostly found in the southern US …
Wait, Ilex vomitoria, you say? Sounds sick! (Old meaning.) A misconception, from an observation by European settlers that consumption was followed by vomiting in certain ceremonies. Actually, Native Americans may have used an infusion made from the leaves as a laxative.
Same kind of idea, different end. Anyway, why have I never heard of it? The Europeans brought their tastes and habits with them, including good old tea.
Oh yeah, I don't remember learning about any Boston Yaupon Party. Exactly. The Sons of Liberty chucked all that tea in the sea to protest against the unpopular Tea Act of 1773, which gave the East India Company a sweet deal selling tea from China and increased tensions between Britain and American colonists.
I think of it as more of a coffee place, but did America have a taste for tea back then? It did, and it didn't grow its own, so people turned to alternatives, so-called 'liberty teas', including yaupon …
Like freedom fries. 'Liber-teas' would've been better. Anyway, come independence tea imports resumed, and the yaupon pot went on the back burner, so to speak.
And now history is repeating itself? Exactly. As with coffee, the US grows hardly any tea, but it imports hundreds of millions of dollars' worth from India and China. And …
And Trump's tariffs! Correct. Tea now carries its highest tariff rates since that Tea Act of 1773.
Bad news for America's tea lovers. Trump's proposed tariffs on Brazil threaten to hit US coffee prices too. So bad news for America's caffeine lovers all round.
If only there were a homegrown, tariff-free alternative. As Christine Folch, an infusion enthusiast and cultural anthropologist at Duke University, told the Washington Post: 'Maybe this is yaupon's moment in the sun.'
Sick! (New meaning.) What is the process for yaupon tea? Similar. Dry leaves are chopped and roasted to create green and black varieties.
What does it taste of? Bryon White, co-founder and CEO of Yaupon Brothers American Tea Company, told Martha Stewart's website it tastes a lot like regular tea, but less bitter due to less tannin. 'I would describe the flavour as 'earthy' or 'grassy'.'
Mmmm, earthy, grassy … 'But in a very pleasant, mild way,' he added.
Do say: 'Myga!'
Eh? Duh! Make yaupon great again.
Don't say: 'Phew, he's dropped the tariff. Make mine a builder's, milk two sugars, ta.'
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BBC News
7 hours ago
- BBC News
Secret Surrey: Inside the almost 400 year-old Chilworth gunpowder works
Nestled in the Surrey Hills, the Chilworth Gunpowder Mills tell a story of secret explosions, centuries-old craftsmanship, and the rise and fall of one of Britain's most important military supply in 1626 by the East India Company, the mills were built to supply gunpowder for overseas military campaigns. The site became one of the earliest and most significant gunpowder manufacturing centres in England. The Evelyn family, who held a royal monopoly on gunpowder production, expanded operations in the 17th century, making Chilworth a hub of industrial activity. Ken Bare told Secret Surrey: "At the entrance is a tramway, which would have been moveable so that pumps could get up and down the water course."It's a really unique site with over 300 years history from the 1600s to the early 1900s. "It is fairly heavily wooded - it has always been like that as there used to be a belief that the trees help to dissipate any explosions that happened." The mills were strategically placed along the Tillingbourne River, which powered the water mills essential for production. The site includes remnants of over 100 historic buildings, including tramways, water management systems, and bridges. Today, it's a Scheduled Ancient Monument and part of the Surrey Hills National Landscape, offering heritage trails and nature walks through the woodland. Mr Bare added: "The hayday of the mills was in the 1700s."The Spanish Armada in 1588 changed the UK's view on gunpowder - we couldn't import from Europe anymore and had to make it ourselves. "The site is made up of three parts."The lower works came first in 1626 but the middle works - which are still open to the public to walk in now - came slightly later. It was the main places for work and 1.5km end to end."All along the Tillingbourne there would have been little buildings." Though much of the original infrastructure was demolished, the site remains a rich archaeological and ecological area, managed by Guildford Borough Council. It received a Green Flag Award for its preservation and public accessibility.


The Guardian
10 hours ago
- The Guardian
I've moved 28 times in my lifetime. This is the story of a new America
My special talent: I can survey any room in a house and accurately estimate how many cardboard boxes and spools of bubble wrap are needed to efficiently contain its contents. I wish it wasn't a personal point of distinction, but I can't escape it: I've lived in 28 homes in 46 years. In my middle-class midwestern family, two rules reigned: you never questioned going to Catholic Mass on Sundays, and you never asked why we kept moving – the only answer was always the same: 'It's for your dad's job.' And so we followed him, the car-top carrier on our wood-trimmed station wagon bursting with clothing, mix tapes and soccer cleats as our eyes fixed on passing cornfields. Being jostled between addresses became the defining characteristic of my coming-of-age 1990s girlhood. I'm now 46, and I can't seem to stay in one home longer than a handful of years. That same geographical stability I craved as a child has become an emotional confinement. I'm terrified to make an offer on another house; it would signal permanence in a body pulsating with restlessness. I used to think our constant moves were just a quirk of my family – but we were part of something bigger. In the 1970s and 1980s, Americans were on the move. A shifting economy, two-income pressures, and corporate relocations made motion feel like progress. We weren't just packing boxes – we were absorbing a national ethos that told us movement was advancement, even if it left us unmoored. My story started in seventh grade. I was a target for bullies with a pimpled face and thick, frizzy hair. Puberty shot me into a frame like my grandma's – 5ft9in, solid bones, size 10 shoes – so when my parents sat us down on the couch for a 'family meeting' the summer before eighth grade and said we were moving from rural Missouri to suburban Chicago, I was excited to escape the ridicule of the popular boys. Mom was a homemaker and Dad the breadwinner; she didn't put up a fuss about the move. My parents married days after they graduated from Ohio State because Dad had a job offer in Baltimore and Mom couldn't go unless they wed. They never had time for wanderlust, and I now sometimes wonder if she wanted an adventure or loathed it. As I started in my new school, my parents blessed me with prescription-strength face cream and let me throw a party in our basement. I invited all 59 kids in the eighth grade class – branding myself the 'fun new girl'. It worked and soon I found myself singing Soul Asylum lyrics into a hairbrush along with my new besties at a sleepover. Meanwhile, my mom became obsessed with our new neighborhood in Naperville, an idyllic suburb of Chicago. She raved about the riverwalk and every other upper-middle class touch we hadn't experienced previously. I loved it too. I started high school the following year with a large contingent of friends, playing basketball and soccer. Then, the summer before sophomore year: another family meeting. We were moving back to Missouri. I sobbed for weeks, devastated to leave the first life that felt like mine. I still remember looking out the back window of our minivan as my mom blasted Carole King's Tapestry as we headed south on I-55. The cumulative stress of relocating during critical developmental stages can impact kids later in life, according to a 2024 study published by JAMA Psychiatry. People who moved more than once between the ages of 10 and 15 were 61% more likely to experience depression in adulthood. This data wasn't just inked in journals; it lived in me. And like a suitcase full of unresolved attachment issues, at 14 I carried these experiences with cramped hands. It informed my understanding of permanence: that true safety was an illusion, that stability was always conditional, that the only reliable way to cope with discomfort was to disappear from it. The day before senior year started, I walked into the house to my mom frantically packing boxes. After two years of trying desperately to get us back to Naperville, my dad had a new job there and we needed to leave later that day – in time for my brother to start his freshman year of high school in the morning. I can still feel myself hyperventilating between the kitchen table and the bay window, wedging myself metaphorically into that house during an epic meltdown. But, the family motto, though never stated, was clear: keep moving. Between ages 13 and 18, I went to five schools in five years and lived in even more houses. My reality was a microcosm of a broader psychological truth: that instability during formative years can shape how we see ourselves long after the packing tape is ripped off the last box. Other longterm studies have found similar links to lower life satisfaction. Beyond being more prone to depression, a study published in the Journal of Personality and Social Psychology found that people who moved frequently as children tended to have lower life satisfaction and poorer psychological well-being as adults. The research, which followed over 7,000 American adults for 10 years, found a direct link between the number of childhood moves and lower reported well-being, even when accounting for other factors like age and education. In young adulthood, my instincts gravitated toward fierce friendships – the chosen family that defined my college years and early 20s. Earning an entry-level wage I expected impermanence in the big city, although while scraping together rent with my friends, my singular dream was a husband, kids, and the white picket fence I never claimed in youth. I was determined to affix myself to a permanent address. I married the first man who asked at age 29. I bought us a condo in 2007, six months before we got divorced and a minute before the infamous 'big short' caused the housing market to burst. Everyone had said real estate was a sure-fire investment for the long term, but living in my one-bedroom marital condo alone felt like PTSD. I eventually saved enough to sell in 2014, bringing money to the closing table just to get out of the 'investment' meant to be a stepping stone to suburbia. By the early 2000s, job transfers and economic instability had made geographic permanence feel almost quaint. Raised on the promise of 'Home Sweet Home,' my generation entered adulthood expecting sanctuary and instead dodged stereotypical landmines of economic precarity and unbalanced cognitive labor. According to Harvard's Joint Center for Housing Studies, homebuying rates for Gen X and older millennials have lagged behind previous generations, squeezed today by high interest rates and low desirable inventory. The dual-income household, framed as a pragmatic necessity, has metastasized into a common storyline on a TV series – one where home functions less as a haven and more as a finely-tuned productivity engine, but with an abundance of decorative throw pillows for aesthetics. It's not that the dream of the stable home disappeared – it just started charging an untenable monthly rent. In my mid-30s I faced the unstable market by renting a no-frills, fourth-floor walk-up whose memory still charms. My second husband wooed me away four years later, and this time to the state of nirvana I'd always wanted: the 'forever' home in the suburban cul-de-sac perfectly perched up on that hill. So, we overpaid, and I affixed his kids' artwork to the fridge with magnets that boasted 'Home Sweet Home' and 'family forever'. The marriage wouldn't last. Within three years the 'for sale' sign erected in the front yard would again be a marker that I failed to do the one thing in life I wanted more than anything: to stay. I didn't know how to pack the feeling of loss, so I took it with me after draining my savings account once more for an unfavorable sale to a new family. I inked a deal in 2018 on a condo in downtown Chicago, on the same street of my former favorite apartment. But the pandemic, losing my cat, getting laid off, and miscarrying the one successful pregnancy I ever had all within six months led me to sell the condo I had mortgaged at a sub-3% interest rate so I could lower my expenses. 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The Independent
13 hours ago
- The Independent
Broken altimeter, ignored warnings: Hearings reveal what went wrong in DC crash that killed 67
Over three days of sometimes contentious hearings this week, the National Transportation Safety Board interrogated Federal Aviation Administration and Army officials about a list of things that went wrong and contributed to a Black Hawk helicopter and a passenger jet colliding over Washington, D.C., killing 67 people. The biggest revelations: The helicopter's altimeter gauge was broken, and controllers warned the FAA years earlier about the dangers that helicopters presented. At one point NTSB Chairwoman Jennifer Homendy scolded the FAA for not addressing safety concerns. 'Are you kidding me? Sixty-seven people are dead! How do you explain that? Our bureaucratic process?' she said. 'Fix it. Do better.' Victims of the January crash included a group of elite young figure skaters, their parents and coaches and four union steamfitters from the Washington area. Here is a look at the major takeaways from the hearings about the collision, which alarmed travelers before a string of other crashes and close calls this year added to their worries about flying: The helicopter's altimeter was wrong The helicopter was flying at 278 feet (85 meters) — well above the 200-foot (61-meter) ceiling on that route — when it collided with the airliner. But investigators said the pilots might not have realized that because the barometric altimeter they were relying on was reading 80 to 100 feet (24 to 30 meters) lower than the altitude registered by the flight data recorder. The NTSB subsequently found similar discrepancies in the altimeters of three other helicopters from the same unit. An expert with Sikorsky, which makes the Black Hawks, said the one that crashed was an older model that lacked the air data computers that make for more accurate altitude readings in newer versions. Army Chief Warrant Officer Kylene Lewis told the board that an 80- to 100-foot (24- to 30-meter) discrepancy between the different altimeters on a helicopter would not be alarming, because at lower altitudes she would be relying more on the radar altimeter than the barometric altimeter. Plus Army pilots strive to stay within 100 feet (30 meters) of target altitude on flights, so they could still do that even with their altimeters that far off. But Rick Dressler of medevac operator Metro Aviation told the NTSB that imprecision would not fly with his helicopters. When a helicopter route like the one the Black Hawk was flying that night includes an altitude limit, Dressler said, his pilots consider that a hard ceiling. FAA and Army defend actions, shift blame Both tried to deflect responsibility for the crash, but the testimony highlighted plenty of things that might have been done differently. The NTSB's final report will be done next year, but there likely will not be one single cause identified for the crash. 'I think it was a week of reckoning for the FAA and the U.S. Army in this accident,' aviation safety consultant and former crash investigator Jeff Guzzetti said. Army officials said the greater concern is that the FAA approved routes around Ronald Reagan International Airport with separation distances as small as 75 feet (23 meters) between helicopters and planes when planes are landing on a certain runway at Reagan. 'The fact that we have less than 500-foot separation is a concern for me,' said Scott Rosengren, chief engineer in the office that manages the Army's utility helicopters. Army Chief Warrant Officer David Van Vechten said he was surprised the air traffic controller let the helicopter proceed while the airliner was circling to land at Reagan's secondary runway, which is used when traffic for the main runway stacks up and accounts for about 5% of flights. Van Vechten said he was never allowed to fly under a landing plane as the Black Hawk did, but only a handful of the hundreds of times he flew that route involved planes landing on that runway. Other pilots in the unit told crash investigators it was routine to be directed to fly under landing planes, and they believed that was safe if they stuck to the approved route. Frank McIntosh, the head of the FAA's air traffic control organization, said he thinks controllers at Reagan 'were really dependent upon the use of visual separation' to keep traffic moving through the busy airspace. The NTSB said controllers repeatedly said they would just 'make it work.' They sometimes used 'squeeze plays' to land planes with minimal separation. On the night of the crash, a controller twice asked the helicopter pilots whether they had the jet in sight, and the pilots said they did and asked for visual separation approval so they could use their own eyes to maintain distance. Testimony at the hearing raised serious questions about how well the crew could spot the plane while wearing night vision goggles and whether the pilots were even looking in the right spot. The controller acknowledged in an interview that the plane's pilots were never warned when the helicopter was on a collision path, but controllers did not think telling the plane would have made a difference at that point. The plane was descending to land and tried to pull up at the last second after getting a warning in the cockpit, but it was too late. FAA was warned about the dangers of helicopter traffic in D.C. An FAA working group tried to get a warning added to helicopter charts back in 2022 urging pilots to use caution whenever the secondary runway was in use, but the agency refused. The working group said 'helicopter operations are occurring in a proximity that has triggered safety events. These events have been trending in the wrong direction and increasing year over year.' Separately, a different group at the airport discussed moving the helicopter route, but those discussions did not go anywhere. And a manager at a regional radar facility in the area urged the FAA in writing to reduce the number of planes taking off and landing at Reagan because of safety concerns. The NTSB has also said the FAA failed to recognize a troubling history of 85 near misses around Reagan in the three years before the collision, NTSB Chairwoman Jennifer Homendy said 'every sign was there that there was a safety risk and the tower was telling you that.' But after the accident, the FAA transferred managers out of the airport instead of acknowledging that they had been warned. 'What you did is you transferred people out instead of taking ownership over the fact that everybody in FAA in the tower was saying there was a problem,' Homendy said. 'But you guys are pointing out, 'Welp, our bureaucratic process. Somebody should have brought it up at some other symposium.'' ___