A Battle to Save the World’s Favorite Treat: Chocolate

At the International Cacao Collection in Turrialba, Costa Rica, José Antonio Alfaro examined pods — which hold the seeds that make chocolate — treated to resist a devastating fungus. Only a few cacao varieties are widely cultivated, making them susceptible to outbreaks. Credit Mónica Quesada Cordero for The New York Times
At the International Cacao Collection in Turrialba, Costa Rica, José Antonio Alfaro examined pods — which hold the seeds that make chocolate — treated to resist a devastating fungus. Only a few cacao varieties are widely cultivated, making them susceptible to outbreaks. Credit Mónica Quesada Cordero for The New York Times
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A Battle to Save the World’s Favorite Treat: Chocolate

At the International Cacao Collection in Turrialba, Costa Rica, José Antonio Alfaro examined pods — which hold the seeds that make chocolate — treated to resist a devastating fungus. Only a few cacao varieties are widely cultivated, making them susceptible to outbreaks. Credit Mónica Quesada Cordero for The New York Times
At the International Cacao Collection in Turrialba, Costa Rica, José Antonio Alfaro examined pods — which hold the seeds that make chocolate — treated to resist a devastating fungus. Only a few cacao varieties are widely cultivated, making them susceptible to outbreaks. Credit Mónica Quesada Cordero for The New York Times

The trees of the International Cacao Collection grow here in an astonishing diversity of forms, bearing skinny cacao pods with scorpion-stinger protrusions, spherical green pods that could be mistaken for tomatillos, oblong pods with bumpy skin resembling that of the horned lizard — all in colors ranging from deep purple to bright yellow.

Within each of these pods are seeds that yield something beloved by billions: chocolate.

But despite this diversity, few cacao varieties are widely cultivated, and that’s a problem: Like many other crops, cacao is under constant threat from diseases and environmental challenges exacerbated by our tendency to grow only a few varieties with similar or identical genetic traits and defects.

“Most varieties produced worldwide belong to a narrow set of clones selected in the forties,” said Wilbert Phillips-Mora, who oversees this collection of 1,235 types of cacao trees and heads the Cacao Genetic Improvement Program at C.A.T.I.E. (an acronym in Spanish for the Tropical Agricultural Research and Higher Education Center).

A narrow gene pool means that most commonly cultivated varieties of cacao are susceptible to the same diseases, and these blights can spread quickly.

Cacao production brought relative prosperity to the Caribbean coast of Costa Rica until the late 1970s, when farmers began to notice that pods on their trees were developing a fuzzy white fungal coating and eventually mummifying.

The fungus — Moniliophthora roreri, also called monilia or frosty pod rot — soon spread around the country, and by 1983 Costa Rican exports of dry cacao beans had declined by 96 percent. The industry here has never recovered.

The calypso singer Walter Ferguson even wrote about it. “Monilia, you’ve come to stay,” he sang, “and all you bring is hungry belly/You say you no going away, ‘til you bring me down to poverty.”

Folk songs about fungi may be rare, but the devastation to the region’s primary industry was profound. And though the Costa Rican outbreak is history, the fungus continues to spread.

“For me, the cacao industry is in permanent risk, because intentionally or unintentionally this disease could be spread in just one flight,” said Dr. Phillips-Mora. Increasing travel and commerce in the developing world have provided new pathways for infection.

He believes the most recent confirmed outbreak — in Jamaica in September 2016 — may have been the result of marijuana traffickers moving covertly between Costa Rica and Jamaica, unwittingly grabbing infected cacao pods as snacks for the boat ride home.

That outbreak was the first confirmed outside of Latin America, and it has demonstrated the fungus’ ability to survive more distant travel than previously known. Other cacao-producing regions, such as West Africa — the source of virtually all the cacao that ends up in mass-produced products like Hershey’s Kisses and M&M’s — may face similar outbreaks.

Even without frosty pod rot, cacao is a problematic crop. Other diseases — witches’ broom, black pod, cacao swollen-shoot virus — also afflict the tree. Climate change promises to further exacerbate problems with tropical plant pathogens.

These difficulties make cacao ever less appealing to producers; yields and profits are low, and the average cacao farmer is aging. The next generation seems to be abandoning the family business.

Yet demand for chocolate is rising, especially as gargantuan markets like China and India indulge a taste for what used to be a treat primarily for American and European consumers. A chocolate shortage may be on the horizon.

That is where Dr. Phillips-Mora’s project comes in. The genetic diversity of cacao, on full display in the International Cacao Collection at C.A.T.I.E., may avert a chocolate crisis.

A Hybrid Solution

In the early 1980s, Dr. Phillips-Mora worked to identify the most naturally tolerant and productive cacao trees, then painstakingly hybridized the candidates to create novel varieties.

Breeding hybrid cacao clones is a lengthy process, and experts worldwide have largely failed in this endeavor. But in 2006, Dr. Phillips-Mora released his first batch of hybrid cacao varieties.

In terms of disease resistance and yield, the differences were astonishing. Dr. Phillips-Mora’s six hybrids produce on average about three times more cacao than standard varieties; under ideal conditions, the most prolific hybrids can produce six times more cacao.

After an 11-year trial, a hybrid called C.A.T.I.E.-R6 experienced a 5 percent frosty pod rot infection rate, compared to 75 percent infection for a control variety.

“Our goal is not just to produce cacao,” Dr. Phillips-Mora said. “It’s also to give the basic living conditions to the farmers. Most cacao farmers are very poor, because the system is based on material that doesn’t have good yielding capacity.”

Trees that buck this trend could make the family business look more enticing to the next generation of cacao growers. The C.A.T.I.E. hybrids are now growing in all Central American countries, as well as in Mexico and Brazil.

Agricultural yield and disease resistance may benefit farmers, but a cacao crop is worthless if it produces bland or foul-tasting chocolate. Chocolate is the epitome of gastronomic hedonism.

But unlike nearly every other modern effort to increase crop yields, Dr. Phillips-Mora’s breeding program incorporates fine flavor as a prerequisite. Cacao varieties that don’t impress expert palates are discarded, no matter how well they grow.

The result of this protocol is that unlike many other crops favored for agronomics — the Red Delicious apple, the Cavendish banana — C.A.T.I.E.’s cacao actually tastes good.

Chocolate makers are beginning to roast and package Dr. Phillips-Mora’s varieties. Dandelion Chocolate, based in San Francisco, recently released a bar made from a mix of all six C.A.T.I.E. hybrids.

“I think honestly it’s going to be one of our most popular bars,” said Greg D’Alesandre, who heads cacao sourcing at Dandelion. “It has this nice balance of chocolaty and caramel notes, but it keeps it very accessible.”

Dr. Phillips-Mora’s hybrid cacao varieties do not offer a perfect solution to all the crop’s challenges.

They cannot all self-pollinate, and some of the beans are small; they haven’t been properly tested in Africa or Asia, and they are not yet resistant to all the pathogens that afflict cacao globally. Field trials are nearing completion on a new batch of clones bred to address some of these issues.

Moreover, the current roster of C.A.T.I.E. clones were bred in response to known cacao production threats; the future will present new demands. Pathogens evolve. Unstable political situations in the developing world can affect agriculture. Climate change will alter landscapes in unpredictable ways.

The solution is not to replace all cacao with the six available C.A.T.I.E. varieties, but to be able to continue to diversify the cacao materials growing worldwide. Like the Svalbard Global Seed Vault, the International Cacao Collection is a contingency against future disasters of unknown character.

Whatever fungal mutation may arise, wherever drought may strike, however chocolate tastes may change — there will likely be cacao genes somewhere in the collection that can form the basis of new hybrids to meet future challenges.

Still, Dr. Phillips-Mora worries about the future.

Though he works with deep-pocketed companies like Mars, Nestlé and Hershey, the funds he receives are generally earmarked for specific research projects rather than for the maintenance of the collection and program for the future.

He estimates that he receives less than 5 percent of the funds necessary for proper upkeep of the collection each year. So although Dr. Phillips-Mora retired three years ago, he plans to keep working until the solvency of the collection is ensured.

“I will be very happy when I leave this institution to know that the collection will be protected financially,” he said. “It’s a treasure for everybody, for all the cocoa lovers.”

Correction: September 25, 2017
A picture caption in an earlier version of this article misstated the country of origin for a cacao variety. The variety was from French Guiana, not Guyana.

The New York Times



Islamabad Puts Drivers on Notice as Smog Crisis Worsens

This picture taken on December 9, 2025, shows buildings engulfed in dense smog due to severe air pollution in Islamabad. (Photo by Aamir QURESHI / AFP)
This picture taken on December 9, 2025, shows buildings engulfed in dense smog due to severe air pollution in Islamabad. (Photo by Aamir QURESHI / AFP)
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Islamabad Puts Drivers on Notice as Smog Crisis Worsens

This picture taken on December 9, 2025, shows buildings engulfed in dense smog due to severe air pollution in Islamabad. (Photo by Aamir QURESHI / AFP)
This picture taken on December 9, 2025, shows buildings engulfed in dense smog due to severe air pollution in Islamabad. (Photo by Aamir QURESHI / AFP)

Truck driver Muhammad Afzal was not expecting to be stopped by police, let alone fined, as he drove into Islamabad this week because of the thick diesel fumes emanating from his exhaust pipe.

"This is unfair," he said after being told to pay 1,000 rupees ($3.60), with the threat of having his truck impounded if he did not "fix" the problem.

"I was coming from Lahore after getting my vehicle repaired. They pressed the accelerator to make it release smoke. It's an injustice," he told AFP.

Checkpoints set up this month are part of a crackdown by authorities to combat the city's soaring smog levels, with winter months the worst due to atmospheric inversions that trap pollutants at ground level.

"We have already warned the owners of stern action, and we will stop their entry into the city if they don't comply with the orders," said Dr Zaigham Abbas of Pakistan's Environmental Protection Agency (EPA), as he surveyed the checkpoint at the southeast edge of the capital.

For Waleed Ahmed, a technician inspecting the vehicles at the site, "just like a human being, a vehicle has a life cycle. Those that cross it release smoke that is dangerous to human health".

While not yet at the extreme winter levels of Lahore or the megacity Karachi, where heavy industry and brick kilns spew tons of pollutants each year, Islamabad is steadily closing the gap.

So far in December it has already registered seven "very unhealthy" days for PM2.5 particulates of more than 150 micrograms per cubic meter, according to the Swiss-based monitoring firm IQAir.

Intraday PM2.5 levels in Islamabad often exceed those in Karachi and Lahore, and in 2024 the city's average PM2.5 reading for the year was 52.3 micrograms -- surpassing the 46.2 for Lahore.

Those annual readings are far beyond the safe level of five micrograms recommended by the World Health Organization.

Built from scratch as Pakistan's capital in the 1960s, the city was envisioned as an urban model for the rapidly growing nation, with wide avenues and ample green spaces abutting the Himalayan foothills.

But the expansive layout discourages walking and public transport remains limited, meaning cars -- mostly older models -- are essential for residents to get around.

"The capital region is choked overwhelmingly by its transport sector," which produces 53 percent of its toxic PM2.5 particles, the Pakistan Air Quality Initiative, a research group, said in a recent report.

"The haze over Islamabad... is not the smoke of industry, but the exhaust of a million private journeys -- a self-inflicted crisis," it said.

Announcing the crackdown on December 7, EPA chief Nazia Zaib Ali said over 300 fines were issued at checkpoints in the first week, with 80 vehicles impounded.

"We cannot allow non-compliant vehicles at any cost to poison the city's air and endanger public health," she said in a statement.

The city has also begun setting up stations where drivers can have their emissions inspected, with those passing receiving a green sticker on their windshield.

"We were worried for Lahore, but now it's Islamabad. And that's all because of vehicles emitting pollution," said Iftikhar Sarwar, 51, as he had his car checked on a busy road near an Islamabad park.

"I never needed medicine before but now I get allergies if I don't take a tablet in the morning. The same is happening with my family," he added.

Other residents say they worry the government's measures will not be enough to counter the worsening winter smog.

"This is not the Islamabad I came to 20 years ago," said Sulaman Ijaz, an anthropologist.

"I feel uneasy when I think about what I will say if my daughter asks for clean air -- that is her basic right."


Spider-Like Scar Haunts Jupiter's Moon Europa

A dendritic “lab star” formed by liquid water flowing through Europa ice simulant at NASA JPL, modeling how features like Damhán Alla could form on Jupiter's icy moon, similar to how lake stars form on Earth. (Image credit: Prof. Lauren Mc Keown.)
A dendritic “lab star” formed by liquid water flowing through Europa ice simulant at NASA JPL, modeling how features like Damhán Alla could form on Jupiter's icy moon, similar to how lake stars form on Earth. (Image credit: Prof. Lauren Mc Keown.)
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Spider-Like Scar Haunts Jupiter's Moon Europa

A dendritic “lab star” formed by liquid water flowing through Europa ice simulant at NASA JPL, modeling how features like Damhán Alla could form on Jupiter's icy moon, similar to how lake stars form on Earth. (Image credit: Prof. Lauren Mc Keown.)
A dendritic “lab star” formed by liquid water flowing through Europa ice simulant at NASA JPL, modeling how features like Damhán Alla could form on Jupiter's icy moon, similar to how lake stars form on Earth. (Image credit: Prof. Lauren Mc Keown.)

Scientists have explored a strange, spider-like scar on Jupiter's icy moon Europa, suggesting the feature might have formed from briny water eruptions beneath the moon's ice.

NASA's Galileo spacecraft, whose mission ended in 2003, spotted the unique feature - officially named Damhán Alla, an Irish word meaning “spider” or “wall demon” - within Europa's Manannán crater.

The starburst-like pattern first appeared in images captured by the spacecraft in the late 1990s, but scientists are only now piecing together how it may have formed, according to a statement from Trinity College Dublin.

“The significance of our research is really exciting,” Lauren Mc Keown, lead author of a study published in The Planetary Science Journal.

“Surface features like these can tell us a lot about what's happening beneath the ice. If we see more of them with Europa Clipper, they could point to local brine pools below the surface.”

On Earth, lake stars emerge when snow falls on frozen lakes and holes form in the ice, allowing water to flow upwards and melt surrounding snow, carving radial, branching channels as it spreads.

Such patterns are common in nature, from lightning scars to tidal channels, illustrating the movement of fluids and energy through different surfaces.

The researchers suggest that Europa's version might form the same way - except the liquid in this case would be salty brine forced upward after an impact disrupted the ice shell.

“Lake stars are really beautiful, and they are pretty common on snow or slush-covered frozen lakes and ponds,” McKeown said in the statement. “It is wonderful to think that they may give us a glimpse into processes occurring on Europa and maybe even other icy ocean worlds in our solar system.”


‘Like Skiing’: First Urban Cable Car Unveiled Outside Paris

This photograph shows the first urban cable car "C1" in Ile-de-France region during its official launch, in between Creteil Pointe du Lac and Villeneuve-Saint-Georges, on the outskirts of Paris on December 13, 2025. (AFP)
This photograph shows the first urban cable car "C1" in Ile-de-France region during its official launch, in between Creteil Pointe du Lac and Villeneuve-Saint-Georges, on the outskirts of Paris on December 13, 2025. (AFP)
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‘Like Skiing’: First Urban Cable Car Unveiled Outside Paris

This photograph shows the first urban cable car "C1" in Ile-de-France region during its official launch, in between Creteil Pointe du Lac and Villeneuve-Saint-Georges, on the outskirts of Paris on December 13, 2025. (AFP)
This photograph shows the first urban cable car "C1" in Ile-de-France region during its official launch, in between Creteil Pointe du Lac and Villeneuve-Saint-Georges, on the outskirts of Paris on December 13, 2025. (AFP)

Gondolas floated above a cityscape in the southeastern suburbs of Paris on Saturday as officials unveiled the first urban cable car in the French capital's region.

Authorities inaugurated the C1 line in the suburb of Limeil-Brevannes in the presence of Valerie Pecresse, the head of the Ile-de-France region, and the mayors of the towns served by the cable car.

The 4.5-kilometer route connects Creteil to Villeneuve-Saint-Georges and passes through Limeil-Brevannes and Valenton.

Historically used to cross rugged mountain terrain, such systems are increasingly being used to link up isolated neighborhoods.

"It's like skiing!" joked Ibrahim Bamba, a 20-year-old student who lives in Limeil-Brevannes which is not served by the Paris metro or any rail network.

"It's the Alps on the Marne!" said Pecresse, referring to the department of Val-de-Marne located in the Grand Paris metropolis.

The cable car will carry some 11,000 passengers per day in its 105 gondolas, each able to accommodate ten passengers.

The total journey will take 18 minutes, including stops along the way, compared to around 40 minutes by bus or car, connecting the isolated neighborhoods to the Paris metro line 8. A ride requires a bus ticket or travel pass used for the Paris metro.

"This is a great step forward in terms of transportation. The roads are often congested in the morning," said Salimatou Bah, 52, who has lived in Limeil-Brevannes for thirteen years.

"We wondered if people would be hesitant, but I think it just takes a little time to adapt."

- 'Urban divides' -

Pecresse said the project was the result of "a 10-year obstacle course."

"We had to find the funding, convince local residents," she said. "For the inhabitants of Val-de-Marne, it's a sign of consideration."

The 138-million-euro project was cheaper to build than a subway, officials said.

"An underground metro would never have seen the light of day because the budget of more than billion euros could never have been financed," said Gregoire de Lasteyrie, vice-president of the Ile-de-France regional council in charge of transport.

Each cabin can accommodate ten seated passengers as well as wheelchairs, bicycles, and strollers. Inside, video surveillance and emergency call buttons have been installed to ensure passenger safety in addition to staff at each station.

The cable car is a response to "urban divides" in neighborhoods that were "lacking in terms of public transport," said Metin Yavuz, mayor of Valenton, a town of 16,000 inhabitants.

It is France's seventh urban cable car, with aerial tramways already operating in cities including Brest, Saint-Denis de La Reunion and Toulouse.

France's first urban cable car was built in Grenoble, nestled at the foot of the Alps, in 1934. The iconic "bubbles" have become one of the symbols of the southeastern city.

Cable cars are considered one of the safest means of transport in the world.

In France, the last fatal accident occurred in 1999 in the Hautes-Alpes, when 20 people lost their lives.