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Prohibition’s 14-year span in the early 20th century caused a boozy brain drain as droves of American bartenders shuttered their watering holes and moved abroad. With them went America’s Golden Age of Cocktails. Reason’s Peter Suderman in 2017 brilliantly laid out the backstory behind how the federal governmentalmost killed the cocktail. But the government’s anti-alcohol tantrum also nearly killed off another product further up the alcohol supply chainthe humble apple. America’s Apple Exceptionalism

Today, the produce section of your average American grocery store is dominated by a small handful of commercial apples. A mere 510 varietalssuch as the ubiquitous Red and Golden Delicious, Gala, Granny Smith, and Honeycrisprule the country’s apple market. In my humble opinion, other than the flavorful Honeycrisp (developed via cross-breeding at the University of Minnesota in the 1960s), these varietals are largely bland, flavorless, and uninspiring.

It wasn’t always this way. In the 18th and 19th centuries, America was home to well over10,000 apple varieties, more than any othernation on earth. The names were as wide-ranging and extraordinary as the species diversity, with monikers like Yarlington Mill, Spitzenburg, Northern Spy, and Winter Banana.

America’s apple exceptionalism camelong before the Department of Agriculture doled out millions of dollars in annual grants to farmers, and even before land grant colleges were established to advance the nation’s agricultural knowledge. Instead, it was almost entirely a bottom-up, grassroots groundswell that solidified the country’s apple hegemony, with nearlyevery farm in early America containing an apple orchardand nearly every American (nine out of 10)living on a farm.

To understand the story of the apple, one must first understand the story of cider. Nowadays called “hard cider,” cider’s American bona fides ironically far outstripthat of apple piewith alcoholic cider’s roots tracing back to the very birth of our nation. Heralded by some as the “fuel of the revolution,” cider was not only allegedly passed out to both colonial and British troops duringlulls in the action at the Battle of Concord, but it helped propel George Washington’sfirst election to the Virginia House of Burgesses by ensuring his voters were well-lubricated. John Adams drank a gill of ciderfor breakfast before his daily five-mile walks, Thomas Jefferson made cider at hisMonticello orchards, and Ben Franklin famouslyquipped: “He that drinks his cyder alone, let him catch his horse alone.”

Given its role as cider’s irreplaceable ingredient, the apple rose hand in hand with cider as a sine qua non of early American life. Needless to say, cider is only as good as the apples that go into it, which is why the nearly endless variety of apples found in 18th and 19th century America produced some of the most unique and flavorful ciders the world has ever known. In the words of cicerone Michael Agnew, these early apples were “cultivated for their tannins and acidity, [and] produced complex quaffs with flavors that rivaled fine wine, quite unlike the sweetened, alco-pop or non-alcoholic juice-in-a-jug that passes for cider today.”

Early Americans consumed anaverage of 35 gallons of cider per year, in part because it wasmuch safer to imbibe than water. “Up until Prohibition, an apple grown in America was far less likely to be eaten than to wind up in a barrel of cider,” as author Michael Pollannoted. “In rural areas cider took the place of not only wine and beer but of coffee and tea, juice, and even water.”

Proverbs 27 intones: “If you care for your orchard, you’ll enjoy its fruit.” But America didn’t care for its orchards. At the very moment cider, and the apple, were becoming hard-wired pieces of Americana, everything began to change. First, the European revolutions of 1848 spurred awave of German immigration to the United States. Unsurprisingly, more Germans meant more beer, which provided a ready challenger to contest cider’s heavyweight title as America’s alcoholic beverage of choice. Around the same time, the Industrial Revolution led to America’s first greaturbanization pushand German immigrants themselves were part of this trend, choosing to settle in Upper Midwest cities like Milwaukee.

This provided a natural competitive advantage for beer over cider, as grains like barley and wheat were cheaper to grow, easier to haul into urban environs, and less perishable than the apple. “Beer was made in breweries, which are like factoriesthey’re modern,” asWilliam Kerrigan, author ofJohnny Appleseed and the American Orchard: A Cultural History, pointed out. “Beer seemed cleaner and a more efficient, modern drink.” Prohibition Enters the Picture

As cider declined in prominence, the bucolic rural apple orchard became less important to the American lifestyle. But while the apple was already declining across the nation’s cultural landscape, it was the U.S. government that delivered the coup de grce to this noble fruit.

With Prohibition’s advent in 1920, not only alcohol but also the ingredients that made alcohol became public enemy No. 1. As Smithsonian Magazine recounts, FBI agents took tochopping down acres and acres of backwoods apple orchards, “effectively erasing cider…from American life.”

Even if they escaped the G-men’s axes, orchard owners had little incentive to maintain their orchards in the absence of cider. “[Prohibition] caused orchards to stop growing cider apples altogether, dealing our cider traditionand the apples themselvesa death blow,”writes Jonathan Frochtzwajg of Modern Farmer.

Whether at the foot of an ax, or via the headwinds of the temperance-induced gutting of the apple’s highest and best economic use as a progenitor of cider, the American apple would never be the same. “Among the causes that contributed to the demise of cider in the United States, without question the Temperance Movement belongs near the top of the list,”according to David R. Williams of George Mason University.

By the time Prohibition ended nearly 14 years later, America’s cider and apple culture had been decimated. Part of this is attributable to the fact that mechanized urban breweries were betterpositioned to weather Prohibition, given that the factory setting allowed for a more ready transition to other product lines like soft drinks or selling ice during the country’s dry spell.

An additional factor is inherent to the apple itself. Barley and wheat grow as annual crops, which allows their production to be curtailed or ramped up on relatively short notice, thereby allowing breweries tospring back into action quickly once Prohibition ended. In contrast, planting a new orchardmeans committing to a 25-year investmentone which, quite literally, takes at least three to six years to bear fruit. “When prohibition ended in the 1930s, there was neither the desire nor the means to resuscitate the cider industry,” notes Williams.

To the extent the apple maintains its titular banner today as America’smost popular fruit, it is only in the form of those aforementioned, depressingly bland grocery store varietals. These homogeneously boring modern apples are a poor substitute for their pre-Prohibition ancestors. By the 1990s, commercial orchards weregrowing fewer than 100 types of apples, with a mere 11 varietals constituting 90 percent of grocery sales. Over 10,000 apple varieties are believed to have goneextinct since Prohibition. Apples Bounce Back

Were the story to end there, we would likely be forever condemned to a never-ending conveyor belt of Galas and Granny Smiths in the produce aisle. But just as the apple’s fall came at the very moment it reached its apex, its resurrection began only once it hit its nadir. For while the government nearly killed the apple, the free market is saving it.

As America’s modern craft cider boom took hold in recent decades, cidermakers began scouring the countryside for those unique, flavorful, spectacularly named apple varietals of yesteryear. Often called “spitter apples” since they are less sweet than the standard grocery tore offerings, thousands of heirloom apple varietals thought to be lost are being rediscovered, and saved, by American cidermakers.

Stories abound of Appalachian appleenthusiasts who havesaved thousands of “lost” apple varieties and now work closely with craft cidermakers. Famed cidermaker Diane Flynt of Foggy Ridge Cider, whom many consider the founder of today’s craft cider movement, hascredited cider’s modern rise as being built “on the backs of these old fashioned apples…. If I didn’t have these apples, my cider wouldn’t taste very good.”

Flynt, who won a James Beard Award in 2018, recently took things even further by shuttering Foggy Ridge toconcentrate solely on apple growing. Other Virginia cideries, like Blue Bee Cider and Albemarle Ciderworks havehelped save the Hewes Crab applea favorite of both Washington and Jefferson. The Hewes Crab was presumed to be extinct before asolitary tree was discovered near Williamsburg in the 1990s. Other heirlooms are similarly enjoying arenaissance, such as the Arkansas Black, another beloved cider-making apple.

Slowly but surely, the epicnames are reentering the American lexicon: Bitter Buckingham, White Winter Jon, Royal Lemon, Candy Stripe, and Black Winesap. For that, we can thank Adam Smith’s invisible handwhich, a hundred years later, has finally stayed the hand of the government’s apple ax.

American ’76 Recipe

A patriotic spin on the French 75, this libation celebrates cider’s irreplaceable role in the American story.

3 ounces of craft cider

2 ounces of bourbon

an ounce of lemon juice

an ounce of maple syrup

Heirloom apple slice

Shake bourbon, lemon juice, and maple syrup in a shaker filled with ice. Double-strain into a rocks glass containing fresh ice; top with cider and give a quick stir. Garnish with a slice of your favorite heirloom apple varietaland save the Red Delicious for the fruit salad.

Recipe adapted fromGive Me Liberty and Give Me a Drink! by Jarrett Dieterle.

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Suárez out at Trackhouse Racing at end of 2025

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Suárez out at Trackhouse Racing at end of 2025

CONCORD, N.C. — Daniel Suárez, the only Mexican-born driver to win a NASCAR national series race, is out at Trackhouse Racing at the end of the 2025 season.

Trackhouse and Suárez officially called the parting a “mutual decision” that allows the driver an earlier opportunity to pursue a new ride for next season.

While Trackhouse did not name a replacement in the No. 99 Chevrolet, Suárez’s departure opened the door for the team to promote teen sensation Connor Zilisch into the ride. Zilisch, who drives in the Xfinity Series for JR Motorsports, has run three Cup races for Trackhouse this season, including Saturday night at Atlanta.

Suárez has just two wins in 305 career Cup starts, and is a distant 29th in the points standings this season. The 33-year-old Suarez is in his fifth season with Trackhouse Racing and was the team’s first driver in 2021. He made NASCAR’s playoffs two times with Trackhouse.

“We took a team nobody had even heard of in 2021 and in just a couple of years we were winning races and running upfront on a weekly basis,” Suárez wrote on social media. “Just like the seasons in a year, sometimes things change and we have agreed to each go in our own direction.”

Trackhouse founder and owner Justin Marks thanked Suárez for his contributions.

“The role Daniel has played in the Trackhouse origin story and its first five years will remain a valued part of the company’s history forever,” Marks said. “His commitment, work ethic and dedication to the effort is one of the most impressive things I personally have seen in my career.”

Trackhouse Racing also has Ross Chastain and Shane van Gisbergen under contract, along with Zilisch is its development driver. Chastain has six career wins and was the 2022 Cup Series runner-up while van Gisbergen has a win this year and is in the playoffs.

Suárez, who became an American citizen last year, also has three Xfinity Series wins and one Truck Series win. His 2016 championship in the second-tier Xfinity Series made him the only foreign-born driver to win a national series title.

He made a triumphant return last month to his home country when he won the Xfinity Series race in Mexico City driving for JR Motorsports at Autodromo Hermanos Rodriguez.

Yet the balance of celebrating a homecoming with looming contract negotiations weighed on Suárez.

“It’s not the first time that I’ve been in this position. Definitely the first time with the Mexico race, but it’s not the first time that I’ve been in the position that we have to win or in the position that we have a contract negotiation in the middle of the season,” Suárez said. “It’s definitely a distraction. I won’t sit here and tell you that it doesn’t really matter. I’m trying to be as smart as possible and to put all this stuff on the side and just do my thing on the track.”

He’ll do his thing at the track in 2026 with yet another new team.

Suárez started his Cup career with Joe Gibbs Racing and has raced for Stewart-Haas Racing and Gaunt Brothers Racing. He has Cup wins in 2022 at Sonoma and last year in Atlanta.

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NASCAR’s downtown Chicago future unclear

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NASCAR's downtown Chicago future unclear

CHICAGO — When it comes to NASCAR’s upcoming return to downtown Chicago, Julie Giese has a long list of responsibilities. The track president is monitoring an ambitious construction schedule for the street course, to go along with everything else that goes into the busy weekend.

What happens next is going to have to wait.

The future of NASCAR in Chicago is murky going into its third edition on the first weekend in July. The three-year contract between the motorsports organization and the city that was announced in 2022 has two mutual options, and their fate is unclear.

Giese said there have been “good conversations” between NASCAR and the city, and there is time to work on the possibilities beyond the event.

“So really right now the focus is on let’s execute a really great 2025,” Giese said. “We’ll continue to have the conversations with the city. But right now, honestly, the more consistent conversations are the planning conversations.”

Jason Lee, a senior adviser to Mayor Brandon Johnson, praised NASCAR for its involvement in the community and its improvements with the event. He described almost parallel discussions going on inside of the organization and the city when it comes to the future of the partnership.

Johnson’s predecessor, Lori Lightfoot, was in charge when the original agreement for the weekend was finalized.

“We remain available to have any conversations about the future,” Lee said Monday. “I know they’ve been laser focused on executing this year’s event because there are lessons they’ve learned that they want to apply. And I think some of that, whether you successfully do that, will play a role in how they want to proceed.”

One possible change that could interest the city is moving to a different weekend, something it has discussed with NASCAR in the past.

“It may make more sense to move that event to a different weekend where we don’t have as many demands on our law enforcement and other emergency personnel,” Lee told the AP. “And so that’s definitely something that we’ve contemplated, but there is also some constraints in terms of other events in the city of Chicago and the NASCAR schedule.”

The Athletic reported June 18 that NASCAR was nearing an agreement to put a street race in the San Diego area next year. An announcement could come as soon as July.

Asked if she had spoken with NASCAR or anyone in the San Diego area about a Southern California street race, Giese said her focus is on Chicago. She also said she believes there is room for multiple street courses on NASCAR’s calendar.

“We have multiple road course races on the schedule,” she said. “So I mean … I’ve not ever heard where it has to be one or the other. I mean there is room. This event, we went into it that first year knowing full well it was a proof of concept. And we showed that it is possible.”

The Xfinity and Cup Series races in Chicago — held on a 12-turn, 2.2-mile course against the backdrop of Lake Michigan and Grant Park — are the main events in a festival-like weekend that also includes music and entertainment options.

It is geared as much to a new audience in one of NASCAR’s most important regions as it is to the most ardent racing fans. NASCAR used to race at Chicagoland Speedway in Joliet, a 45-mile drive from downtown, but it pulled out after the 2019 season.

“This is a top-three market for us, worldwide frankly, for NASCAR fans,” NASCAR executive Ben Kennedy said when the Chicago event was announced in 2022.

There was some concern for drivers and their teams about the course ahead of the first weekend, and it wasn’t exactly warmly received by local businesses and residents because of the street closures in a heavily trafficked area for tourists in the summer.

But organizers have shrunk the construction schedule from 43 days in 2023 to 25 this year. Based on input from fans, they also have made adjustments to the race viewing areas and moved the concert stage to the start-finish line. Admission is free for kids 12 and under on Saturday and Sunday this year.

The weekend also has won over at least some people inside of NASCAR.

“This was very different. But now it’s fun to see and hear from people in the industry that are coming in early, and they’re going to just enjoy the city for a few days,” Giese said. “The one piece that I hear from our drivers, especially, is they love just staying right at a hotel right across the street. They’re walking across Michigan Avenue and they’re at the course.”

Quite often with an umbrella. Wet weather had a major effect on each of the first two editions. Heavy rain nearly scuttled the inaugural weekend, and last year’s Cup Series race was shortened because of a rain delay and fading sunlight.

When the drivers were on the course, the racing was compelling. Shane van Gisbergen outdueled Justin Haley and Chase Elliott en route to a historic Cup victory in 2023, and Alex Bowman stopped an 80-race drought with his victory last year.

“They’ve been up against it as far as conditions are concerned,” Joe Gibbs Racing driver Denny Hamlin said. “The track has been good, it’s been racy and has passing zones and the scenery is fantastic as far as the backdrop we are racing in. There’s a lot of positives for the Chicago Street Race.

“It will probably move around in the future, but it’s in the mold in which I would like to see any street race they continue to implement in the future.”

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Elliott uses last lap to post ‘unbelievable’ win

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Elliott uses last lap to post 'unbelievable' win

HAMPTON, Ga. — Home-state favorite Chase Elliott passed Brad Keselowski on the final lap and won the crash-filled NASCAR Cup Series at Atlanta on Saturday night for his 20th career victory.

Elliott, the popular driver from Dawsonville, Georgia, earned a spot in the NASCAR playoffs with his first victory since April 2024 at Texas. It was his first win in Atlanta since 2022.

“I’ve never in my whole life, this is unbelievable,” Elliott said. “This is something I’ll remember the rest of my life.”

The race’s second crash early in Stage 2 took out many of the sport’s biggest names and left others with damaged cars. Pole winner Joey Logano, who led the first 36 laps before light rain forced the first caution, was among the many drivers caught up in the big crash.

Among others knocked out of the race: William Byron, Austin Cindric, Ross Chastain, Josh Berry, Corey LaJoie and Daniel Suarez.

“It wrecked the whole field,” Logano said. “I still don’t know exactly how it started … but it was total chaos. Cars were sideways and on the brakes. I got hit from every corner possible.”

Added Denny Hamlin, who suffered damage to his Toyota in the crash: “Some zigged. Some zagged. Most crashed.”

The Atlanta race at EchoPark Speedway, formerly known as Atlanta Motor Speedway, was the debut of the 32-driver In-Season Challenge, a five-race, bracket-style tournament.

The parade of highly regarded drivers to be knocked out so early in the race showed the perils of trying to pick NASCAR winners on a March Madness-style bracket sheet. The top two seeds were among the early casualties.

Hamlin, the No. 1 seed in the tournament, finished 31st and lost to Ty Dillon, who finished eighth.

Chase Briscoe, who held off Hamlin for his first win for Joe Gibbs Racing last week at Pocono Raceway, was the No. 2 seed before being knocked out in a crash and losing to Noah Gragson in the tournament.

A $1 million prize awaits the winner as part of a new media rights deal that includes TNT.

Elliott and Keselowski were on the front row when a caution with 33 laps to go forced a decision on whether to pit for fresh tires. Both stayed on the track, and Elliott faded following the restart until making his decisive charge at the very end.

Ryan Blaney was knocked out on a wreck late in the first stage. Christopher Bell hit the wall, triggering the crash that ended the stage with Cindric in the lead.

Cindric was involved in the bigger crash early in Stage 2. Kyle Busch, Hamlin and Bubba Wallace were among others involved in the crash.

Photo finish

Tyler Reddick beat Elliott to the finish line by 0.001 to win Stage 2 in a battle between drivers looking for their first stage win and overall victory of the season.

Weather woes

Lightning and rain delayed qualifying Friday and the Xfinity race won by Nick Sanchez late Friday. More lightning and rain threatened Saturday night’s race. Fans were encouraged to leave the stands about 90 minutes before the race due to severe weather in the area but were allowed to return as the pre-race was conducted as planned.

Up next

The Cup Series moves to Chicago for the Chicago Street Race on July 6.

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