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Avocado, beef, tequila: The top 10 most imported items that could get more expensive under Trump's tariffs

Quartz

qz.com › trump-tariffs-on-us-imports-top-10-mexico-canada-china-1851754203

As President Donald Trump’s tariff policies continue to shake up trade with key U.S. partners, food and beverage prices could soon be more expensive for both consumers and restaurant operators.

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What’s behind surge in Israeli attacks on Palestinian homes in West Bank?

Al Jazeera English

www.aljazeera.com › program › inside-story › 2025 › 2 › 3 › whats-behind-surge-in-israeli-attacks-on-palestinian-homes-in-west-bank

Israeli PM Netanyahu reiterates pledge to 'redraw' the Middle East as he arrives in the US for talks with Trump.

FBI Agents Are Stunned by the Scale of the Expected Trump Purge

The Atlantic

www.theatlantic.com › politics › archive › 2025 › 01 › trump-fbi-revenge-firings › 681538

This afternoon, FBI personnel braced for a retaliatory purge of the nation’s premiere law-enforcement agency, as President Donald Trump appeared ready to fire potentially hundreds of agents and officials who’d participated in investigations that led to criminal charges against him.

A team that investigated Trump’s mishandling of classified documents was expected to be fired, four people familiar with the matter said. Trump has long fumed about that investigation, which involved a raid on his Mar-a-Lago estate that turned up hundreds of classified documents he had taken after he left the White House four years ago.

David Sundberg, the head of the FBI’s Washington Field Office, is also being fired, these people added. Sundberg is a career FBI agent with more than two decades of experience, and he oversees some of the bureau’s most sensitive cases related to national security and counterintelligence. Current and former officials told me they are worried that those investigations could stall, at least temporarily, if a large number of agents are suddenly removed. A spokesperson at the Washington Field Office declined to comment.

Trump’s retribution is not limited to those who investigated him personally. Administration officials are reviewing records to identify FBI personnel who participated in investigations of the January 6 assault on the Capitol by his supporters, people familiar with the matter told me. That could potentially involve hundreds if not thousands of agents, including those who interviewed and investigated rioters who were later prosecuted. Shortly after taking office, Trump pardoned about 1,500 of the rioters and commuted others’ sentences.

There is no precedent for the mass termination of FBI personnel in this fashion. Current and former officials I spoke with had expected Trump to exact retribution for what he sees as unjust and even illegal efforts by the FBI and the Justice Department to investigate his conduct. But they were stunned by the scale of Trump’s anticipated purge, which is taking aim at senior leaders as well as working-level agents who do not set policy but follow the orders of their superiors.

[Read: Trump’s ‘deep state’ revenge]

This afternoon, some FBI personnel frantically traded messages and rumors about others believed to be on Trump’s list, including special agents who run field offices across the country and were also involved in investigations of the former president.

Trump’s efforts to root out his supposed enemies might not withstand a legal challenge. FBI agents do not choose the cases assigned to them, and they are protected by civil-service rules. The FBI Agents Association, a nonprofit organization that is not part of the U.S. government, said in a statement that the reports of Trump’s planned purge are “outrageous” and “fundamentally at odds with the law enforcement objectives outlined by President Trump and his support for FBI Agents.”

The mass firings could imperil the nomination of Kash Patel, whom Trump wants to run the FBI in his administration. Just yesterday, Patel had assured senators during his confirmation hearing that the very kinds of politically motivated firings that appear to be in motion would not happen.

“All FBI employees will be protected against political retribution,” Patel told lawmakers. “Every FBI employee will be held to the absolute same standard, and no one will be terminated for case assignments.”

Pam Bondi, Trump’s nominee to run the Justice Department, had likewise assured senators during her own hearing that government personnel would not be subject to political retaliation for doing their job.

Since taking office two weeks ago, Trump has issued executive orders aimed at his perceived enemies, including former intelligence officials. And he has pledged to end what he calls the “weaponization” of federal law enforcement. How exactly he plans to do that, and the degree to which his own self-interest informs his definition of weaponization, is now becoming clearer.

Ashley Parker and Michael Scherer contributed reporting to this article.

Fear of Flying Is Different Now

The Atlantic

www.theatlantic.com › technology › archive › 2025 › 01 › dc-plane-crash-fear-of-flying › 681533

“Can you never do that again?” my son texted me on Monday in our family group chat. I had sent a series of photos of my flight in the tiny Cessna Caravan that had just flown my mortal being 120 miles, from Chicago O’Hare International Airport to West Lafayette, Indiana. The nine-seat aircraft, which runs on a single turboprop engine, was so small that the ground crew had to weigh luggage and passengers in order to distribute their weight evenly in the cabin. It was, in short, the kind of plane that makes it easy to fear for your life. By contrast, I hadn’t been concerned at all—and my son had found no cause to worry—about the American Airlines regional jet that I’d taken on the first leg of my trip, from St. Louis to Chicago.

Just a few days later, an American Airlines regional jet collided with a U.S. Army Black Hawk helicopter in Washington, D.C., killing everyone involved: 60 passengers, four crew members, and three service members. The National Transportation Safety Board has said it will take at least a year to identify a final probable cause of the crash. Until then, one can only guess that the aircrafts and their machinery were not themselves to blame. The New York Times has reported that the relevant air-traffic-control tower may have been understaffed and that the helicopter might have been outside its flight path. As Juliette Kayyem wrote for The Atlantic yesterday, a rise in flight traffic has been increasing the risk of midair collisions for years, especially in busy airspace such as Washington’s.

[Read: The near misses at airports have been telling us something]

Statistically, for now at least, flying is still much safer than driving. According to the International Air Transport Association, on average a person would have to travel by plane every day for more than 100,000 years before experiencing a fatal accident. A host of factors has made flying more reliable, among them more dependable equipment, better pilot training, tighter regulations, stricter maintenance standards, advances in air-traffic control, and improved weather forecasting. But the amorphous, interlocking systems that realize commercial flight are hard to see or understand, even as they keep us safe. For ordinary passengers—people like me and my son—any sense of danger tends to focus on the plane itself, because the plane is right in front of us, and above our heads, and underneath our feet, and lifting us up into the sky. A fear of flying makes little sense, because flying is just physics. One really fears airplanes, the aluminum tubes in which a fragile human body may be trapped while it is brought into flight. A machine like that can crash. A machine like that can kill you.

The Boeing 737 Max’s recent string of mishaps, including two fatal accidents in 2018 and 2019, and, more recently, a lost door during flight, are still fresh in the minds of passengers, and history only reinforces the fear. In 1950, a TWA Lockheed Constellation en route from Mumbai to New York crashed when its engine caught on fire and detached. In 1979, another engine detachment on a DC-10 wide-body jet caused the crash of American Airlines Flight 191. In 1988, an Aloha Airlines Boeing 737 lost an 18-foot-long section of upper fuselage on the way from Hilo to Honolulu. Human error—a contributing factor in most crashes, if not their direct cause—can also stem from equipment failure, as in the case of Pan Am Flight 812 in 1974 and Air France Flight 447 in 2009.

Yet the salience of an airplane’s actual machinery has been fading too. For passengers, the experience of commercial flight may be worse than ever, but the planes themselves now seem more reliable and more accommodating (if only so many passengers weren’t packed into them). Twenty years ago, regional flights would commonly use turboprops to transport passengers between hubs and small-to-medium-size cities. These planes were louder and bumpier. Flying in them felt worse, and it inspired more anxiety for that reason.

Are little turboprops actually more dangerous than jets? A direct comparison is difficult, because the smaller planes are often used for shorter flights, and more flights mean more takeoffs and landings—when most accidents occur. But the numbers are somewhat reassuring overall, at least when it comes to commercial flight. (The numbers for general aviation, which includes recreational planes, skydiving operations, bush flying, and the rest of civilian noncommercial flight, are less reassuring.) The NTSB filed investigations into eight fatal aviation accidents in the United States from 2000 to 2024 that involved commercial aircraft with turboprop engines, and 13 for aircraft with turbo fans (the most common passenger-jet engine).

In any case, modern airport logistics, just like modern jumbo jets, have helped build a sense of safety—or at least hide a source of fear. U.S. passengers used to board and disembark their flights from the tarmac with more regularity. This was true of prop planes and bigger jets alike. The shrill whine of turbines and the sweet smell of aviation fuel made the mechanisms of flight more palpable; it reminded you that you were entering a machine. Nowadays, that reality is hidden. You board comfortable, quiet cabins from the climate-controlled shelter of jet bridges.

All of these changes have tamped down the fear of planes to the point that, for many passengers, it will now resurface only under certain throwback conditions—such as when I found myself bobbing over the Hoosier farms in a plane cabin the size of a taco truck. That sort of white-knuckling is a distraction from the truer, more pervasive risks of air travel in 2025. The systemic lapses and conditions that have produced frequent near misses in aviation, and that may have contributed to this week’s accident, now seem likely to worsen under the Trump administration, which has purged the Aviation Security Advisory Committee, fired the head of the Transportation Security Administration, and blamed DEI for a fatal crash.

[Read: Is there anything Trump won’t blame on DEI?]

The nation’s pervasive weakness in aviation safety is genuinely scary, but it’s shapeless, too. It provokes the sort of fright that you feel in your bones, the sort that makes you entreat a loved one to please never fly in one of those again, okay? And yet, I might well have been safer in the cold cabin of a turboprop 5,000 feet above Indiana than I would have been on an approach to an overcrowded, understaffed airport in a quiet regional jet. The plane still seems like the thing that might kill you. Even now, I suspect it always will.

What It Takes to Make Flying Safe

The Atlantic

www.theatlantic.com › newsletters › archive › 2025 › 01 › airline-safety-aviation-system › 681543

This is an edition of The Atlantic Daily, a newsletter that guides you through the biggest stories of the day, helps you discover new ideas, and recommends the best in culture. Sign up for it here.

Wednesday night’s deadly airplane crash was tragic—and, to many experts, not altogether surprising. The collision between a commercial airplane and a military helicopter in Washington, D.C., has led many people to take a closer look at the complex systems that commercial flying relies on, and the strain that some of those systems are under. I spoke with my colleague Ian Bogost, who writes often about the airline industry, about the factors that shape our perceptions of flying.

Lora Kelley: This incident is not an aberration, but rather something experts seem to have seen coming. What were some of the warning signs?

Ian Bogost: Aviation experts had been fearing that something like this would happen not just at Ronald Reagan Washington National Airport, but all across the country. Near misses have been on the rise, as have “runway incursions”—planes accidentally sharing the same space with other planes. I won’t pretend to understand all of the reasons for that—and that’s part of the problem. The issues here aren’t as simple as something like screws falling off. Rather, near misses and accidents have to do with the whole system of aviation management: pilot experience; air-traffic-control staffing; the number of planes in the air; the complex airspace around Washington, D.C., in this case. More Americans are flying too, and growing demand puts new pressure on all of these systems in invisible ways.

Lora: How should people think about flying at this moment?

Ian: Commercial airlines want you to feel comfortable flying, because their business depends on it. The evolution of commercial air travel, especially in America, has made it so you don’t even have to look at or smell or hear the equipment to the same extent that passengers once did. You’re protected from many things that remind you that you’re in a machine hurtling through the air at 500 miles per hour.

Commercial air travel really is quite safe. When I say commercial air travel, I mean when you fly a major carrier on a scheduled flight that’s regulated. Safety in the cabin has also improved. Flight attendants worked very hard over many decades to establish themselves as safety professionals and not just service staff. The flight crew is trained to act in case of an emergency, and they’re highly prepared to do so. But because travel is so safe, you never get to see them perform that expertise—God forbid you see them perform that expertise.

Lora: Airlines are quite consolidated, and the system of flight relies on a range of factors beyond just individual companies. How does consolidation factor into safety?

Ian: We have fewer choices in flight than we used to—fewer airlines, fewer routes, fewer airport hubs. That does have an impact on safety. One way this plays out is, if you have fewer options for direct flights, you might have to opt for a layover. Takeoffs and landings are the most dangerous part of air travel. So if you can reduce takeoffs and landings—for example, by taking one flight instead of two—you’re safer, at least statistically. This is all still safer than driving somewhere in a car.

It’s really difficult for consumers to make rational decisions about safety today. Especially because we don’t really know what happened yet with this incident, we don’t know how great the risk is of it happening again. I’ve heard people start to consider making changes to their habits, although I don’t think we’re going to see many folks change their plans in the long run. After a door plug blew off during an Alaska Airlines flight last year, I started to see people saying they would try to avoid the aircraft in question, a Boeing 737-9 MAX. Are those people actually safer? Who knows.

Lora: Why do people often pin their safety fears on airplanes themselves, rather than focusing on the people or systems that operate them?

Ian: In the case of flying, people tend to target their concern toward the concrete, visceral problems they can see and touch: Is there a screw loose? Is my seat broken? We mostly don’t consider the more systemic, intangible ones, such as staffing issues and maintenance routines and airspace-traffic patterns.

When an accident like this week’s happens, however, we get a brief insight into just how complex modern life is. For all of us, it’s certainly much easier not to have to think about that complexity.

Related:

Fear of flying is different now. The near misses at airports have been telling us something.

Here are four new stories from The Atlantic:

FBI agents are stunned by the scale of the expected Trump purge. CDC data are disappearing. Trump has created health-care chaos. Legal weed didn’t deliver on its promises.

Today’s News

The Trump administration will impose a 25 percent tariff on goods from Canada and Mexico and a 10 percent tariff on goods from China tomorrow, according to the White House. Some hospitals across the country have suspended gender-affirming care for people under 19 years old while they assess how to comply with Donald Trump’s recent executive order. North Korean soldiers fighting for Russia have been pulled off the front lines in the Ukrainian war, according to Ukrainian and U.S. officials.

Dispatches

Work in Progress: DeepSeek has already hit the chipmaker giant Nvidia’s share price, but its true potential could upend the whole AI business model, James Surowiecki writes. The Books Briefing: In Catherine Airey’s new novel, a young person’s curiosity about a life lived without social media or streaming is deployed to superb effect, Emma Sarappo writes.

Explore all of our newsletters here.

More From The Atlantic

The “right way” to immigrate just went wrong. To rebuild Los Angeles, fix zoning. This is no way to talk about children.

Evening Read

Illustration by Jan Buchczik

The Benefit of Doing Things You’re Bad At

By Arthur C. Brooks

Between my university lectures and outside speeches about the science of happiness, I do a lot of public speaking, and am always looking for ways to do so with more clarity and fluency. To that end, I regularly give talks in two languages that are not my own—not random languages, of course, but rather those I learned as an adult: Spanish and Catalan …

This is a specific example of what turns out to be a broader truth: Doing something you’re bad at can make you better at what you’re good at, as well as potentially making you good at something new.

Read the full article.

Culture Break

Searchlight Pictures

Watch. A Real Pain (streaming on Hulu) manages to tell a story about the Holocaust “that doesn’t ask all those dead millions to become its supporting cast,” Gal Beckerman writes.

Read. Sarah Chihaya’s unconventional memoir charts her troubled relationship with books.

Play our daily crossword.

Stephanie Bai contributed to this newsletter.

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The Price America Will Pay for Trump’s Tariffs

The Atlantic

www.theatlantic.com › ideas › archive › 2025 › 02 › price-america-trump-tariffs › 681546

To understand the harm Donald Trump has done with his tariffs on Canada and Mexico, here are four things you need to know:

First, every tax on imports is also a tax on exports.

The most popular beer in America is Modelo Especial, brewed in Mexico. Impose a 25 percent tariff on Modelo and sales will slide. So, too, will exports of the American barley that goes into Mexican beer. Mexico buys three-quarters of U.S. barley exports, almost all for brewing.

Trump surrogates may promise you that by driving Mexican beer off of grocery shelves, Trump’s tariffs will increase sales of U.S. barley to U.S. brewers. That promise may even be substantially true. But that offer has fine print that barley growers will notice.

Barley growers don’t care only about how much barley they sell. They care about the price at which they sell it.

A tariff raises the price of both every imported good and every good that competes with imports. If the price of Modelo is pushed up, the price of American-brewed beer will rise as well. American beermakers are not operating a charity. The tariff on Modelo allows them to both increase their market share at Modelo’s expense and raise their prices enough to increase their margins at the consumers’ expense.

But American consumers do not have infinite amounts of money. If they are paying more for beer, they have to make savings elsewhere. The result—and economists will prove this to you all day with facts and figures—is that prices in exporting sectors such as barley, and agriculture generally, will decline in proportion as prices in the importing sectors rise.

This is why developing countries that tried, after 1945, to bulldoze their way to industrialization using high tariffs—Argentina under Juan Perón; India under Jawaharlal Nehru—ended up instead isolating themselves from world markets. The tariffs did allow them to make their own radio sets and cars, but at the price of lowering national incomes and so shrinking the domestic market for those radios and cars. And, of course, the protected radios and cars could not compete on global markets against the superior products of the countries that accepted world prices, such as Germany and Japan.

Trump tariffs will be paid in the form of higher prices for imports and their substitutes, and lower profits and wages for everyone who works in export industries.

[Juliette Kayyem: Trump is threatening California in the wrong way]

Second, every product is also an input.

When journalists write about tariffs, they look for everyday examples familiar to everyone, the way I just did with Modelo beer. Others will cite tomatoes or avocados, food items for which the cost of the tariff will be reflected in the price at the supermarket checkout. But the greatest harm done by tariffs is concealed in a way that prevents most of us from seeing the harm directly.

The largest glassmaker in North America is a Mexican company, Vitro. It operates plants in the U.S. and Canada, but the center of its operations is Monterrey, Mexico.

Very few of us buy big sheets of industrial glass. We do not see or care about the price. But we do care about the price of a new apartment. That apartment price depends on the cost of construction. Which depends on the price of the window systems that clad the apartment building. Which depends on the price of glass. Which Trump just raised by up to 25 percent.

You may buy a little aluminum in the form of cans and other household products. But the main way you pay for aluminum is in the price of airline tickets. Put a tariff on aluminum, and aircraft prices rise. Inflate aircraft prices, and airline-ticket prices also rise. The traveler will not know why, and will be tempted to blame airline greed—and will find politicians ready to feed that grievance. Who will connect the surprise extra fee they have to pay to sit beside their child with a president’s decree against the cheaper Canadian aluminum that owes its price advantage to superabundant Quebec hydroelectric power?

Big, sophisticated global companies can shift their input-sourcing from tariffed countries such as China and Mexico to favored countries such as Vietnam and the Philippines. But the shift is never easy. For smaller companies, it may prove altogether unfeasible. The largest maker of outboard motors in the United States employs only about 5,000 people. It is furloughing and laying off more than a quarter of its workforce. This type of firm cannot easily fly into Hanoi to source a reliable replacement for its trusted components supplier in Shenzhen, China. The challenge is only greater when the U.S. manufacturer has no idea how long the Trump tariffs will last. It will probably continue to use its familiar suppliers, pay the tariff, raise its prices, and suffer the stagnation and shrinkage of its business.

[Read: Democrats wonder where their leaders are]

Third, “illegal” is irrelevant; don’t expect relief from tariffs through lawsuits.

You might wonder how can Trump do this. After all, Trump himself renegotiated NAFTA and praised his new U.S.-Mexico-Canada trade deal as “based on the principle of fairness and reciprocity.” Surely, it can’t possibly be consistent with U.S. treaty obligations to impose new tariffs on a whim.

All true. Trump’s actions are almost certainly illegal under treaty rules. But the U.S. stopped obeying treaty rules some time back.

In 2018, the Trump administration imposed tariffs on steel and aluminum imports. The affected countries took their case to the World Trade Organization. More than four years later, in December 2022, the WTO issued its judgment. The United States lost on every point. Result? The Biden administration declared it would ignore the ruling. The United States “will not cede decision-making over its essential security to WTO panels,” said a spokesperson for then–U.S. Trade Representative Katherine Tai.

Those defiant words were backed by obstructionist practices. In 2017, the Trump administration had blocked new appointments to the WTO’s appellate court, in effect the supreme court of world trade. The Biden administration continued the embargo. Today, all seven seats on the panel are empty.

The United States has likewise sabotaged the dispute-settlement mechanisms under the North American trade agreements. In 1998, the U.S. escaped defeat on a Mexican complaint by the ingenious method of refusing to appoint anyone to the commission that was supposed to adjudicate the matter. That more or less killed NAFTA from the start as a way to police actions by the American government. Trump’s U.S.-Mexico-Canada trade agreement is even more riddled with exceptions that allow his government to do as it pleases.

On trade, the U.S. itself has led the way back to the law of the jungle. Remember that fact when the other big cats strike back.

[Read: Trump has created health-care chaos]

Fourth, Americans may not remember their past actions, but others do.

You may have already forgotten all about last weekend’s Trump outburst against Colombia, backed by threats of high tariffs on Colombian products. You may not ever have known that Colombia opened up to U.S. wheat, soybean, beef, cotton, and peanut exports in order to secure a free-trade agreement with the United States. But Colombians remember.

Colombia’s politics are intensely polarized, the legacy of bitter years of insurgency and civil war. Through most of the 21st century, Colombia’s politics had been dominated by U.S.-friendly politicians of the right. In 2022, for the first time in its modern history, Colombia elected a president of the left, Gustavo Petro. Petro is a former Marxist guerrilla, but he pledged to continue dialogue with the United States.

How does that dialogue look now to Colombians? And to others in South America and the world?

Trump is single-handedly reneging on 80 years of American work to persuade others to trust and rely on the United States. He is remodeling the international image of the U.S. after himself: impulsive, self-seeking, short-sighted, and untrustworthy. First-term Trump might have been dismissed as an aberration, brought to office by a fluke of America’s archaic Electoral College. A returned Trump, this time empowered by a genuine popular-vote victory, cannot be so readily dismissed. He obviously represents something deep in American politics, something likely enduring, something that other countries must take into account.

Mexico and Canada must ultimately suffer whatever the U.S. imposes on them. They cannot relocate; they have few credible options. Mexico has learned from especially bitter experience that any attempt to strike its own international deals will be vetoed by the U.S., using force if necessary.

Canadians have had an easier time, summed up by the cynical local joke: “The Americans are our best friends whether we like it or not.” But other countries have more options.

[From the March 2025 issue: Europe’s Elon Musk problem]

Over the past five centuries, the Euro-Atlantic world has seen the rise of one great power after another: Habsburg Spain, Bourbon and Napoleonic France, Victorian Britain, Imperial and then Nazi Germany, the Soviet Union. Each of those powers was ultimately brought down because it frightened other powers into uniting against it.

The United States since 1945 tried a different way. It reconciled the world to its dominance in great part by using that dominance for the benefit of willing partners. The United States provided security, it opened markets, it welcomed the improving prosperity of fellow democracies and like-minded allies. Who would hazard the costs and dangers of uniting to topple such a benign hegemon—at least, so long as the hegemon remained benign?

In the 21st century, the United States faces a new kind of adversary. Past rivals might have matched the U.S. in wealth, technology, or military strength, but not in all three. China today is the nearest peer power the U.S. has faced since Americans battled the British Empire in the War of 1812. To balance China while keeping the peace, the U.S. will need more and better friends than ever before. Trump is doing his utmost instead to alienate and offend those friends.

“America First” means “America Alone.” This week’s trade wars are steps on the way to future difficulties—and, unless a great infusion of better judgment or better luck suddenly occurs, future disasters.

The geopolitical verdict on the first Trump presidency could be written with a breath of relief: “Bad as it was, it could have been worse.” On the present trajectory, the verdict on the second may not come with any relief at all.