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A travel writer explores Aspen and Snowmass in Colorado’s Rocky Mountains, discovering stunning Maroon Bells views, cowboy culture, rodeos and summer adventures in America’s most affluent mountain resort

The guide’s instructions were crystal clear: “Keep both hands on the handlebars. Don’t look around. Don’t take photos.”

Yet I simply couldn’t resist. The scenery was far too stunning and I found myself compelled to capture videos of the breathtaking alpine vista surrounding us whilst coasting down from the Maroon Bells, the twin peaks situated behind the twin towns of Aspen and Snowmass, their snow-covered summits still clinging to winter’s final traces despite it being late June.

This stretch of Colorado’s Rocky Mountains is more renowned for its skiing and cold-weather pursuits, yet during summer it transforms into a paradise for those keen to discover the terrain no longer concealed beneath snow.

I’d travelled in from Denver, departing the state capital bathed in evening sunlight as we glided over the snow-dusted peaks. Lines of private aircraft filled the tarmac at tiny Aspen airport.

I’d never witnessed so many. Then again, this ranks among the wealthiest regions in the US, with as many as 125 billionaires possessing homes here, reports the Express.

Tourists appear to be predominantly wealthy or “aspirational”. Imagine the south of France or Dubai, but with ranch culture.

Our accommodation was the stylish W, positioned in Aspen’s heart and near the cable car terminal. It proved as contemporary and fashionable as the other W properties I’ve experienced, though more compact in size – less ostentatious, more intimate.

After refreshing ourselves, I met my tour party on the rooftop terrace where we sipped cocktails as the sun descended with golden beams caressing Mount Aspen. Drinks finished, we headed off for dinner through Aspen’s charming, tree-lined streets, which reveal little evidence of its rough-and-ready heritage as a silver mining settlement.

Following the collapse of the silver boom, Aspen’s prosperity plummeted and only bounced back after being transformed into a ski resort in the mid-20th century. I realised I was struggling slightly to walk.

The booze? No, the 8,000ft elevation (the thin mountain air would leave me breathless for the following few days).

The evocative Steakhouse No. 316 was softly illuminated with stylish Old West-inspired décor. My fillet steak arrived cooked to medium-rare perfection and accompanied by a zesty margarita.

Annoying jetlag brought the evening to an early close, wiping me out by 11pm, then jolting me awake at 3.30am. At least it guaranteed I was first down for breakfast.

I sampled elk sausage and eggs – my initial encounter with the magnificent creatures that continue to inhabit the area – robust, smoky, and as delicious as they are striking. Poor elk.

The morning’s programme featured e-biking up the valley through attractive wetlands (the power-assisted pedalling a blessing) and a stop at the trendy Aspen Art Museum, with its six galleries of contemporary art.

We had lunch at the museum’s rooftop restaurant. Its cuisine may have been uninspiring, but the panorama of Mount Aspen was as stunning as the staircase leading up there.

Every local we encountered that day was incredibly welcoming, stepping aside for us with beaming smiles or cheerful greetings. Despite Aspen’s prestigious reputation, it was refreshingly free from the snobbery you might anticipate in comparable British or European ski resorts.

After lunch, we browsed the souvenir shops. The standout was Kemo Sabe, a Western-themed boutique selling bespoke cowboy gear. It’s every bit as pricey as it is stylish – hats typically cost $1,000. I spotted a basic leather hatband priced at $8,776.

Surely nobody’s quite that ambitious?

Maintaining the Western atmosphere, dinner was at Hotel Jerome, an impressive structure built in the 19th century to rival London’s Savoy. Its bars and restaurants radiated a gentler Western appeal, though the seven-course tasting menu proved disappointing.

Nevertheless, the cocktails were superb and the heritage tangible.

The magnificence continued as we strolled to the nearby Wheeler Opera House for an Emmylou Harris performance. I’d never encountered her work, and the 77-year-old, 14 Grammy-winning folk artist exposed my ignorance as her captivating voice echoed throughout the elegant Victorian-era venue.

Following another night of jet-lag-shortened sleep, I was grateful we caught a cable car to Mount Aspen’s peak for an outdoor yoga session where I loosened my weary muscles whilst overlooking the mountains.

Lunch was back down at the Ajax Tavern beside the cable-car station. Its signature truffle fries were superb, but the signature double beef burgers were rather mediocre.

That sunny evening we travelled onwards to Snowmass, 15 minutes down the valley, pausing at the rodeo. But this wasn’t just any rodeo, this was the Snowmass Rodeo – packed with well-Cuban-heeled cowboys and girls sporting Kemo Sabe hats and designer sunglasses.

Nevertheless, it felt pleasantly down-to-earth, with cheerful families and grins everywhere. Events ranged from children’s sheep-riding (yes, really), bullock lassoing and barrel-racing, building up to bull-riding.

Snowmass Village itself possesses a distinctly different atmosphere from Aspen. Here, the resort has been constructed around the skiing – rather than the other way round – with an extensive network of trails and pistes spreading up the enormous Snowmass Mountain.

During summer, the tree-covered slopes become a mountain biker’s dream, boasting over 50 miles of trails. As we ascended via gondola up the Elk Camp side of the mountain, we observed as they hurtled down, tearing up trails.

Entertaining, but we found our excitement from the Breathtaker Alpine Coaster, a roller coaster nestled in the forest where you race downhill in toboggans, my bum squeaking as noisily as the brakes.

From the cable-car terminal, there’s a chairlift ascending to the summit of Elk Camp. Regrettably, it was chilly and wet up there and the views of the Maroon Bells hidden by cloud.

A quick stop for pizza energised us for the descent into Aspen’s tree woods above the village. The afternoon sun illuminated their silver bark and created lengthy shadows.

Combined with the birdsong and post-rain scents, it felt enchanting. Snowmass’s nightlife is considerably more low-key than that of Aspen.

We ate at Aurum, an upscale Mediterranean/American fusion eatery – more outstanding steak and cocktails – and also at Kenichi, a Japanese restaurant serving not only the finest food of the entire trip, but the best Japanese cuisine I’ve ever experienced.

Zane’s and The Tavern are well-loved local watering holes – the former a relaxed sports bar, the latter buzzing with boisterous young punters drowning out the gravelly old country singer.

Our last morning kicked off with that bike ride down from Maroon Bells. The sight of the twin peaks looming majestically over the unspoilt Maroon Lake was nothing short of spectacular.

And, thankfully, the journey back to Aspen was downhill the entire way. After such a stunning trip, in every sense of the word, it was a thoroughly fitting send-off.

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Feb. 28 (UPI) — Authorities arrested singer Cher’s son, Elijah Allman, for allegedly trespassing and causing a disturbance at a New Hampshire private school, Concord police said.

Known professionally as P. Exeter Blue I, the lead singer of the group Deadsy, he was arrested around 6 p.m. Friday at St. Paul’s School. WMUR-TV in Concord reported that police received information that he was causing a disturbance in the elite prep school’s dining hall.

The Concord Police Department confirmed the arrest to People magazine.

Elijah Allman, 49, has no known connection to the school.

He faces multiple charges, including two counts of simple assault, criminal trespass, criminal threatening and disorderly conduct.

Elijah Allman was detained at Merrimack County Jail and released on personal recognizance, which means no bail was required.

Elijah Allman is the son of Cher and the late Gregg Allman of the Allman Brothers Band. Cher did not immediately respond to a request for comment by People.

A HUGE new lido complex is set to transform an English holiday park this summer.

The plans are part of a £10.2million expansion at Unity Beach holiday park in Brean.

In time for the summer holidays, will be a new lido surrounded by private cabanas and outdoor dining area.

The existing flumes and water rides will remain, and the outdoor pool is expected to open in July 2026.

Other plans included in the development are a trampoline park, bandstand, boardwalk, landscaped gardens and a dog agility area.

There will also be an outdoor activity centre where guests can have a go at archery, axe throwing and rifle shooting.

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Unity Beach Resort Director Jonny Green said: “These are exciting times for our owners, our holidaymakers and the local community.

“Our improved pool facilities will help us sustain and grow participation in swimming lessons and recreational activity — not only for guests staying on the park, but also for the wider community across Somerset.”

The new outdoor facilities are part of the huge refurbishment of the site that has been underway throughout the winter months.

The site has been upgrading its soft play, changing rooms, the Wave Café and gym.

Other improvements have been to the 25-metre indoor pool and the addition of poolside showers.

A new indoor Splash Pad will replace the baby pool so that children of different ages can swim and play in the same space.

The unisex changing rooms have been upgraded with larger family cubicles – with space for up to four.

For accessibility, a new lift and pool hoist have been installed, as well as a refreshed accessible changing area.

The Wave Café has also been refurbished and will continue to serve meals throughout the day.

Visitors can enjoy sweet treats like cookies and donuts to breakfast options, sandwiches and paninis.

At Unity Play, children can explore different soft play zones; Ocean World for under-4s, the main soft play area for ages 4 to 11, and Ninja Warrior zone for ages 7 to 11.

There is also a new reception area with a dedicated buggy park for families.

The refurbished indoor facilities are due to reopen shortly.

Previously, the site underwent a £15million upgrade with a new Wonky Donkey pub and restaurant, with a new pavilion, sports bar and arcade.

The Wonky Donkey serves up traditional pub food like mac n’ cheese and scampi and chips.

Inside the Pavilion Theatre, there’s plenty of family entertainment and shows as well as silent discos and movie sing-along challenges.

As well as the 2025 additions, the park is home to a theme park with 40 rides and attractions from rollercoasters to dodgems and a ghost train.

For more on staycations, here are the most popular UK holiday park from £9.50 Hols – with beachfront pods, hot tub lodges and a surfing simulator.

And one writer has found an incredibly cheap UK holiday park that brings the best bits of Center Parcs, Butlin’s and Haven to ONE site.

Feb. 26 (UPI) — The U.S. Office of Foreign Assets Control said it will allow certain operations to resell Venezuelan-origin oil destined for Cuba, provided the fuel is used by citizens and private companies on the island.

The island nation relied for years on Venezuela for fuel, but shipments stopped after the United States captured Nicolás Maduro on Jan. 3 and took control of Caracas’ energy industry.

After the operation, President Donald Trump repeatedly warned that Cuba was on the brink of economic collapse, and he threatened to impose further economic pressure on the country to reach an agreement with the United States. Trump has not publicly defined what kind of agreement he seeks.

The trade measure, published Wednesday, says that the transactions must comply with the conditions of General License 46A for Venezuela. This license is an authorization issued by foreign assets office that allows companies to conduct operations involving Venezuelan oil under specific terms, despite the sanctions in place against that country’s energy sector.

Companies that seek authorization will not need to have an entity established in the United States, and the usual Cuba-related restrictions set out in that license will not apply.

The Treasury Department specified that the policy will cover only exports for commercial or humanitarian purposes that benefit Cuba’s private sector.

Operations involving the Cuban armed forces, intelligence services or other government entities will not be permitted, including those listed on the U.S. Department of State’s Cuba Restricted List.

The Treasury Department recalled that the Commerce Department primarily regulates the export or re-export of U.S.-origin oil to Cuba.

Under the Support for the Cuban People License Exception, certain exports of gas and other petroleum products intended to improve living conditions and support independent economic activity in Cuba do not require separate authorization from foreign assets office provided the applicable terms are met.

The agency referred to its Frequently Asked Question 1226 for the definition of “Venezuelan-origin oil,” which includes petroleum products.

Preliminary data from the Energy Information Administration show that Venezuela exported 339,000 barrels per day of crude to the United States in the third week of February.

At the same time, regional fuel supply to Cuba has been limited. On Jan. 29, the Trump administration declared a national emergency with respect to Cuba, creating a new mechanism to impose tariffs on imports from any country that provides oil to Havana.

On Feb. 17, Mexican President Claudia Sheinbaum said her government would not send fuel to Cuba “for now” amid the current situation and potential U.S. trade measures.

Cuba faces fuel shortages that have affected electricity supply, transportation and other basic services, and it relies heavily on oil imports.

Separately, the Russian Embassy in Havana confirmed two weeks ago that Russia will send crude oil and refined products to Cuba as humanitarian assistance.

Russia is sending the oil directly, not through intermediaries, and the shipments are considered to be aid, not commercial sales.

In the high-stakes world of private aviation, the acquisition of an aircraft is often celebrated as the ultimate achievement of corporate efficiency or personal success. It is the beginning of a journey defined by freedom and speed. However, the eventual divestment of that same asset is a process that is frequently underestimated, often to the financial detriment of the owner. Selling a complex machine that operates in a globally regulated environment is not merely a transaction; it is a multi-disciplinary project requiring legal, technical, and financial precision.

Unlike real estate or luxury automobiles, where value is relatively transparent and liquidity is somewhat predictable, the pre-owned jet market is opaque, fragmented, and notoriously unforgiving of unprepared sellers. A Gulfstream G650 or a Bombardier Challenger 350 does not have a “sticker price.” Its value is a floating target determined by its pedigree, its maintenance status, the geopolitical climate, and the specific micro-economics of its fleet type at the exact moment it hits the market. Navigating this exit requires a shift in mindset from “owner” to “vendor,” a transition that demands emotional detachment and rigorous attention to detail.

The Pre-Market Audit

Before a single photograph is taken or a listing is created, the aircraft must undergo a forensic internal audit. The most critical asset in a jet sale is not the leather seats or the paint job; it is the paperwork.

The Pedigree of Paper

In aviation, if a maintenance task is not documented, it effectively never happened. The value of an aircraft is inextricably tied to its logbooks. A missing logbook from ten years ago can devalue an airframe by millions of dollars. It raises the specter of “unknown damage history.” Sophisticated buyers will employ technical researchers to scan every page of the records. If they find gaps – missing 8130 forms for parts, undocumented engine cycles, or vague entries regarding repairs – they will either walk away or demand a price reduction that far exceeds the cost of the potential issue.

Therefore, the first step is digitizing and organizing the records. A seller must present a “clean bill of health” that traces the life of the aircraft from its birth on the assembly line to the present day. This includes organizing the “back-to-birth” trace for life-limited parts (LLPs). If you cannot prove the lineage of a landing gear strut, the buyer is forced to assume it is scrap metal, and the sale price will reflect that brutal reality.

Cosmetic Staging and the “Ramp Presence”

While the logs provide the technical value, the physical condition drives the emotional desire. A private jet is an emotional purchase. When a potential buyer walks up the airstairs, the sensory experience – the smell of the leather, the gleam of the woodwork, the clarity of the galley surfaces – sets the tone for the entire negotiation.

Sellers often neglect “ramp presence.” Faded paint on the wing leading edges, clouded cockpit windows, or worn carpet runners suggest a lack of care. If the owner skimped on the carpet, the buyer subconsciously wonders if they also skimped on the engine maintenance. Investing in professional detailing, wood veneer touch-ups, and even new carpet before listing can yield a return on investment of 3:1 or better. It removes the “low hanging fruit” that buyers use to justify lowball offers.

Valuation in a Fluid Market

Determining the asking price is an exercise in data analysis, not wishful thinking. Owners often fall into the trap of “book value” – what their accountant says the asset is worth – or “acquisition value” – what they paid for it plus the cost of upgrades. The market cares about neither.

The Influence of Engine Programs

One of the single largest determinants of value is the status of the engine maintenance programs. In the turbine world, these are often referred to as “Power by the Hour” programs (such as Rolls-Royce CorporateCare, JSSI, or Pratt & Whitney ESP). These programs act as a prepaid insurance policy for major engine overhauls.

An aircraft with engines “fully enrolled” on a program is a liquid asset. It transfers the liability of the next major overhaul (which can cost $2 million to $4 million per engine) from the buyer to the program provider. An aircraft that is “naked” (not on a program) is significantly harder to move. The seller must realize that if their engines are not covered, they will likely have to deduct the cost of the buy-in from the sale price, dollar for dollar.

Market Sentiment and Fleet Availability

Valuation also requires analyzing the “days on market” for comparable aircraft. If there are twenty Citation X jets for sale and only three have sold in the last six months, it is a buyer’s market. Pricing an aircraft at the top of the curve in such an environment ensures it will sit stagnant while incurring monthly hangar and insurance costs. A sharp, data-driven broker will provide a “Vref” or “Bluebook” value but will then adjust it based on real-time market intelligence, such as knowing that a competitor’s aircraft is about to drop its price by $500,000.

The Marketing Strategy

Once the aircraft is prepped and priced, the question becomes how to find a buyer. This is a small world. The strategy generally falls into two categories: On-Market and Off-Market.

The Broad Broadcast

Listing the aircraft on public-facing sites like Controller, AvBuyer, or JetNet is the standard approach. It maximizes exposure. However, it also signals to the world that the asset is available, which can sometimes be perceived as distress if it sits for too long. High-quality photography is non-negotiable here. Drone shots of the exterior, 3D walkthroughs of the cabin, and detailed shots of the galley amenities are standard expectations.

The Whisper Campaign

For ultra-high-net-worth individuals or corporations concerned with privacy, an “off-market” approach is preferred. The broker utilizes their personal network, calling other brokers and flight departments directly. “I have a turnkey Falcon 7X coming available next month, are you looking?” This creates an aura of exclusivity. It can drive a higher price because the buyer feels they are getting special access to an unlisted gem. However, it severely limits the buyer pool.

The Letter of Intent and the Deposit

When a buyer is found, the dance of documentation begins. The first major milestone is the Letter of Intent (LOI). This is a non-binding offer that outlines the price, the deposit amount (usually a refundable percentage held in escrow), and the timeline for the inspection.

The negotiation of the LOI is critical. It sets the “scope” of the Pre-Purchase Inspection (PPI). A seller wants a limited scope – “kick the tires and light the fires.” A buyer wants a deep scope – “take the plane apart and look for corrosion.” The agreed-upon scope determines how much risk the seller is exposed to. If the seller agrees to a “corrosion inspection” on an older aircraft, they might be opening a Pandora’s box of repair bills.

The Pre-Purchase Inspection (PPI): Where Deals Die

This is the most volatile phase of the transaction to sell a private jet successfully. The aircraft is flown to a neutral maintenance facility chosen by the buyer. For two to four weeks, technicians will open panels, borescope engines, and test avionics.

The Discrepancy List

The facility will produce a list of “discrepancies.” These are things that are broken or out of limits. The contract (Aircraft Purchase Agreement or APA) usually dictates that the seller is responsible for fixing “airworthy” items – things that make the plane illegal to fly. However, buyers will often try to include cosmetic items or “recommended” service bulletins in this list.

The “technical acceptance” phase is a second negotiation. The seller must decide whether to pay for the repairs, offer a credit, or refuse. If the repair bill is $50,000, it’s usually absorbed. If a major structural issue is found costing $500,000, the deal often hangs in the balance. This is where a strong technical manager on the seller’s side is vital to argue that “wear and tear” is not an airworthiness discrepancy.

The Mechanics of Closing

Once the aircraft is technically accepted, the focus shifts to the legal and financial closing. This is rarely a handshake and a check. It is a choreographed movement of funds and title transfers, often across international borders.

The International Registry

Most modern transactions fall under the purview of the “Cape Town Convention,” an international treaty intended to standardize the registration of mobile assets like aircraft. Closing requires registering the sale on the International Registry (IR). This protects the buyer’s title and the lender’s lien. If the seller has existing liens on the aircraft – perhaps a loan from a bank or unpaid maintenance bills – these must be cleared precisely at the moment of funding.

Escrow Agents

An aviation-specific escrow agent (like IATS or Insured Aircraft Title Service) acts as the traffic controller. They hold the buyer’s money and the seller’s bill of sale. They only release the money to the seller once they have confirmed that the title is clear and the registration has been filed with the FAA (or relevant civil aviation authority).

Tax Implications and Depreciation Recapture

For corporate sellers, the sale is a taxable event. If the aircraft has been fully depreciated for tax purposes (written off to zero value over five years, for example), the proceeds from the sale are considered “depreciation recapture” and are taxed as ordinary income. This can be a massive tax bill.

Sellers often utilize a “1031 Exchange” (in the US context) to defer this tax by rolling the proceeds immediately into the purchase of a replacement aircraft. However, the timing rules for a 1031 Exchange are rigid. The replacement asset must be identified within 45 days and closed within 180 days. Failing to meet these windows triggers the tax liability.

Sales and Use Tax

Furthermore, the physical location of the aircraft at the moment of closing matters. Closing in a state or country with high sales tax can trigger a liability for the buyer, which they may try to pass on or negotiate. Delivery locations are often chosen specifically for their tax-neutral status (e.g., closing while the aircraft is flying over international waters or in a state with a specific “fly-away” exemption).

The Post-Closing Detachment

Once the wire hits the account, the seller’s responsibility is largely over, but not entirely. There is the matter of insurance cancellation, hangar lease termination, and crew severance or reassignment.

If the crew is being retained by the buyer, a smooth transition of employment contracts is needed. If the aircraft is leaving the country, it must be deregistered from the national registry (e.g., the N-number removed) so it can be re-registered in its new home.

The Strategic Imperative of Patience

The timeline for a transaction of this magnitude typically runs from three to nine months. Sellers who enter the market with unrealistic expectations regarding price or timeline are often punished by the market. The “stigma of the stale listing” is real. If a jet sits on the market for 300 days, buyers assume there is something wrong with it, and the offers get progressively lower.

The most successful sellers are those who treat the divestment with the same rigor as the initial acquisition. They maintain the asset perfectly until the day it leaves, they assemble a team of specialized brokers and lawyers, and they remove emotion from the negotiation. In the end, the goal is not just to sell a plane; it is to exit a liability cleanly, maximizing capital retrieval to fuel the next mission, whether that is another acquisition or a reinvestment into the core business. The art of the exit is, ultimately, the art of preparation.

LEONARDO DiCaprio treated his model girlfriend to a private pre-Bafta shopping trip.

The Hollywood legend, 51, and Vittoria Ceretti, 27, were given exclusive late-night access to the Princes Arcade shopping district in London’s Mayfair on Saturday.

Bosses made the special arrangement so the couple could browse independent designer store Segun Adelaja away from fans.

It is a fancy independent designer store where shirts start at £140.

Leo attended last night’s Baftas with his 83-year-old mum Irmelin Indenbirken.

At one point he lost her on the busy red carpet — and refused to go inside until he found her.

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An onlooker said: “Leo got cut off from his mum.

“He asked his team, ‘Where is my mum?

“‘Is she OK?’.

“She’d hurt her leg.

“So he waited to help get her up the stairs.

“It was really sweet.”

When Tom Steyer was running a hedge fund in 2000, he wrote a letter telling some wealthy investors their money would soon flow through an offshore company that would shield their gains from U.S. taxes.

It was routine in finance, but could prove toxic in politics.

Now that the San Francisco billionaire has joined the crowd of Democrats running for president, much of what he did to build his personal fortune, including a stint at Goldman Sachs in the 1980s, could turn off voters. His fund’s investments in coal mining and private prisons are two of the biggest hazards.

Part of Steyer’s challenge is timing. Wall Street’s reputation is in tatters in the aftermath of the Great Recession. Many Democrats are upset about growing income inequality. And billionaires — President Trump first among them — are routinely demonized by the party’s left wing.

Steyer is the founder of Farallon Capital Management, one of America’s largest hedge funds, the high-risk investment pools for big investors. He left Farallon in 2012 after running the San Francisco firm for 26 years.

He did not mention his experience there when asked by The Times what qualified him to serve as president. He focused instead on his work fighting climate change and big corporations over the last decade.

Attacks by Steyer’s opponents have been mild so far, but that will change if he starts gaining support.

“He will have to answer for his involvement in anti-climate-control activities, his relationship to the coal industry, and his relationship to Wall Street, which young people particularly find abhorrent,” said Democratic ad maker Hank Sheinkopf, who is unaligned in the presidential race.

“In a political campaign, there is no past tense and there is no future tense. Everything in your life you’ve ever done, thought of and said is in present tense.”

In written responses to questions sent by email, Steyer expressed remorse over some of Farallon’s investments.

A key liability is Farallon’s 2005 investment of $34 million in Corrections Corp. of America, which runs migrant detention centers on the U.S.-Mexico border for U.S. Immigration and Customs Enforcement. Many of the roughly two dozen Democrats in the presidential race have denounced profits from incarceration as immoral.

“I deeply regret that Farallon made that investment, and I personally ordered the investment in CCA to be sold because it did not accord with my values then or now,” Steyer said.

More troublesome for Steyer’s public image is the fund’s history of investing in fossil fuel projects, including a giant coal mine in Australia that generates vast quantities of carbon emissions.

The owners overcame protests by environmentalists and won permission to clear 3,700 acres of forest that served as a koala habitat and mine 12 million tons of coal per year. Steyer’s critics have long seen his past personal stake in coal mining as hypocritical.

The hedge fund led by Tom Steyer invested in an Australian coal mine that drew protesters in Sydney.

(Saleed Khan / AFP/Getty Images)

“If you’re running as a liberal, idealistic candidate, as Tom Steyer is, it’s a serious problem when the story you’re trying to tell uses words like private prisons and coal,” said Jessica Levinson, a Loyola Law School professor. “It just goes directly against the rainbows and sunshine and clean air and better tomorrow narrative he’s trying to paint.”

Steyer said he left Farallon in part because of its holdings in fossil fuels. “I wish I’d made the move away from fossil fuels sooner,” he said.

Steyer, 62, muscled his way onto the public stage by becoming one of the Democratic Party’s top donors over the last decade. He put $74 million into the 2018 midterm election. He has carefully crafted his political profile around his spending to promote liberal causes, most visibly the fight against global warming and the drive to impeach President Trump.

Some of Steyer’s record has yielded bad publicity over the years as he weighed runs for elected office in California. But his entry into the presidential race on Tuesday and his vow to spend $100 million of his own money on his campaign will draw fresh scrutiny to the means he used to amass what Forbes estimates to be his net worth of $1.6 billion.

Steyer, who grew up on Manhattan’s East Side, started his career on Wall Street in the late 1970s at Morgan Stanley and worked later on mergers and acquisitions at Goldman Sachs. In 1986, he opened Farallon, which grew from $9 million to $36 billion on his watch, according to Steyer.

Some Democrats say Steyer has atoned for his sins. RL Miller, chairwoman of the state Democratic Party’s environmental caucus, was perplexed by his candidacy and said his money would be better spent advancing other Democrats.

“I do feel he has demonstrated substantial good faith in that yes, he made a lot of money from bad places, but he’s been very, very open about the fact that he’s turned over a new leaf and is no longer taking money from those bad places and is instead spending to do good,” Miller said.

The business records of wealthy candidates are often weaponized by rivals. Former President Obama cast GOP challenger Mitt Romney in 2012 as a ruthless plutocrat who made millions of dollars on corporate takeovers that put thousands of Americans out of work. Romney co-founded Bain Capital, a private equity firm.

Mitt Romney’s career running a private equity firm was criticized by President Obama in the 2012 presidential campaign.

(Erik S. Lesser / EPA-Shutterstock)

Gray Davis won California’s Democratic primary for governor in 1998 after portraying rival Al Checchi as a tycoon who pillaged Northwest Airlines, firing thousands and forcing thousands more to take pay cuts.

“When these wealthy, self-financing first-time candidates want to throw their hat in the ring, whether they’re Democrat or Republican, they have to be prepared for a complete drill-down on how it is they made those millions of dollars,” said Garry South, who was Davis’ chief strategist.

As for Steyer, South said, “It’s pretty hard for me to see a billionaire on the Democratic side credibly take on the whole issue of wealth inequality.”

Tom Steyer joins swarm of Democrats running for president »

Within hours of Steyer’s announcement, two of his opponents took shots at him.

“I’m a bit tired of seeing billionaires trying to buy political power,” Sen. Bernie Sanders of Vermont told MSNBC.

Sen. Elizabeth Warren of Massachusetts, who is competing with Sanders for progressive voters, tweeted, “The Democratic primary should not be decided by billionaires, whether they’re funding super PACs or funding themselves.”

In an email seeking donations on Thursday, she said, “We need our candidates to compete to have the best ideas — not just to write themselves the biggest checks.”

Sen. Elizabeth Warren says the Democratic presidential primary should not be decided by billionaires.

(Brynn Anderson / Associated Press)

Both Sanders and Warren, who frequently rail at what they see as unfair advantages for the super-rich, have declined to take money from Wall Street donors.

Steyer’s wealth will enable him to run more television ads than most of his opponents can afford. He is already spending $1.4 million on advertising over the next two weeks on national cable news networks and in the first four states to hold a primary or caucus.

“Maybe he feels he can overwhelm these questions by spending a lot of money telling his story the way he wants to tell it,” said David Axelrod, the architect of Obama’s campaigns. “The problem is in the presidential race, the coverage is so intense and social media such a big piece of that, these kinds of vulnerabilities get shared virally very readily, and I’m not sure you can overwhelm that, even with hundreds of millions of dollars.”

Steyer could also face questions about spending that much money on himself. “Does all that spending help in the end of the day or does it become an emblem of excess and self-aggrandizement?” Axelrod said.

Asked about his letter to Farallon investors on the British Virgin Islands company that was going to help them avoid federal taxes, Steyer did not address his past actions, but called for new taxes on the rich to reduce inequality.

“I use no offshore tax havens and pay all U.S. taxes in full,” he said. “I believe we should have a much simpler and fairer tax code and get rid of all loopholes.”

A NEW economy seat has been revealed but it isn’t your normal limited leg-room option.

Dubbed the ‘SkyNook’, there’s a new economy seat that could offer passengers a “semi-private” retreat when flying.

The seat would feature at the back of a plane, transforming the underutilised space into an area that could host families, travellers with service animals or pets, travellers with sensory sensitivities or even someone flying with either a bulky or fragile item that cannot go into hold.

The reason the seat would feature at the back of a plane, is because widebody aircraft often taper inwards at the back – which means a triple row of seats cannot fit.

Instead, two seats are usually put in this area, but there is still some extra room between the side of the plane and the window seat.

The SkyNook would fill this space so that a secure car seat would fit or a pet carrier or service animal.

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Mock-ups of the cabin show how the armrest of the seat nearest the window could lay flat to be used as a table or to sit a baby carrier on.

A bassinet could also be fitted into the space and secured onto the armrest.

Travellers in this seat could also make use of a privacy divider which is designed to reduce cabin noise and separate the seats from the aisle, which can often fill with people waiting for the toilet.

The screen could be particularly useful for passengers who want to feed children, for example.

Created by Collins Aerospace, an RTX business, the seat is up for a 2026 Crystal Cabin Award in the Passenger Comfort category.

The award recognises innovation, excellence and creativity in aircraft cabin interior design.

The winner of the award will be announced on April 14.

Another concept that has been named a finalist is Airbus’ new Airspace A350-1000 first class cabin concept.

The new first class cabin experience would be similar to flying in a private jet and would feel more like an apartment.

A master suite would be in the middle of the cabin of the aircraft and for two travellers with a double bed, a private toilet, a changing area and a bar.

And to make the experience not feel claustrophobic, there are virtual panoramic windows that wrap around the suite which stream images from outside the aircraft.

So, essentially, you will always have a view.

Another finalist is Spaceframe, which is another take on an economy seat.

The seat would have a mesh backrest with foam to make it more comfortable for longer journeys and they would also slide forwards, to recline, which would mean they don’t invade the passenger’s space behind.

The seats would also have integrated power, lighting and wireless charging.

Some airlines are already well-known for their economy seats, such as Emirates.

The Sun’s Head of Travel Lisa Minot recently flew in economy with Emirates and said: “Even in economy it’s easy to see how Emirates is in a different league to other long haul airlines.

“Launching their first London flights back in 1991, the next year they were the first ever airline to install in flight entertainment screens in all seats across every class.

“And as the first airline to order the game-changing Airbus A380 and I was among the first to travel on the two-deck leviathan capable of holding up to 615 passengers.

“The in-flight catering always feels generous compared to other airlines and while the seats may not be any more generous than our flag-carrier, the plush padding makes it much more comfortable over a long flight.

“And unlike the service I’ve received on some American airlines over the years, the Emirates crew have been faultless on every trip I’ve been on.”

In other aviation news, here’s the airline with the best economy seats in the world – and you can even book private beds.

Plus, the UK airline with the comfiest Economy seats revealed.

Private adversary air company Top Aces has now begun flying its F-16 Vipers, the only ones currently in the hands of a private operator, with the ubiquitous military data link capability known as Link-16. The addition of Link-16 completes a vision started years ago for an adversary aircraft that truly represents the current 4th-generation-plus fighter threat. Equipped with Top Aces’ open architecture Advanced Aggressor Mission System (AAMS), these aircraft can now replicate the high-end threats that U.S. military pilots may soon face in the Pacific and elsewhere.

Top Aces began receiving its F-16s, which are early block ex-Israeli Air Force F-16A/B Netz variants, in 2021 and subsequently began upgrading them with a host of new capabilities. The AAMS is the core of that upgrade package and includes an active electronically scanned array (AESA) radar, an infrared-search-and-track (IRST) pod, the Thales Visionix Gen III Scorpion helmet-mounted display system, and, with a recent provisional approval to operate Link-16, now has a fully integrated datalink. AAMS permits the rapid integration of new sensors and functions that a customer wishes to use to improve the threat representations to their fleet pilots, such as IRST and advanced jamming pods like the ALQ-188.

The War Zone was on hand as the newly integrated aircraft (N854TA) performed adversary missions with other Top Aces F-16s during a large force exercise known as Sentry South 26.1. The private aggressor support firm actually led the entire ‘red air’ operation for the exercise, which is a unique arrangement that puts immense trust on an entity that exists outside of the Department of War.

Sentry South 26.1 and the Air Dominance Center (ADC), which acts as a hub for the exercise, were created to help Air National Guard (ANG) pilots have the best fighter training available. Located in Savannah, Georgia, at the southern end of the Savannah/Hilton Head International Airport, the ADC’s footprint is small, but its training impact is huge for both ANG pilots and their active-duty counterparts. The exercise was developed by fighter pilots to provide 5th-generation fighter integration through a focused, tailored, cost-effective approach. The airspace they have, just 30 miles off the coast, runs 200 miles north to south and 120 miles east to west. That box is among the best military flying areas anywhere in the country, and it’s ideally suited for fighter training. 

This iteration of Sentry South involved over 75 aircraft from the Air Force, Navy, and Marines. It was a mix of both 4th and 5th-generation fighters. Over 700 sorties were flown over the two-week exercise, focusing on both offensive and defensive counter-air missions. For many of the pilots, it was their capstone exercise for their initial training on the F-22. It is a multi-day, high-intensity scenario designed to test trainees or validate operational concepts in simulated, contested environments. Its goal is to validate the combat readiness of student pilots while improving their tactical decision making.

Matthew ‘Bang’ Belle is the adversary air program manager for Top Aces. He is in charge of all Top Aces operations in the United States, as well as for any foreign partners trained here on U.S. soil. He has been with the company for about 18 months after retiring from the USAF, where he flew the F-16 as an aggressor, accumulating over 2,000 hours during his career. 

Belle told The War Zone, “We got some great reviews from all of the forces that participated in Sentry South 26.1. They really enjoyed having us take over the red air lead and run the mission commander spot from the aggressor side. It was the culmination of everything we have been doing to the aircraft over the last few years. The exercise is all about challenging blue air’s thinking in the air-to-air domain. It is meant to complicate things that they do not see at their home station.”

“The vision when we first started was that we were going to be the legacy bearers from the aggressors. Russ ‘Puck’ Quinn (former Top Aces president) saw a niche that needed to be filled. He knew there were a bunch of 3rd-generation fighters throughout the market and believed there was a place for 4th-generation fighters. So he made that happen, and so we got this 1978 jet (early block F-16A/B), and we saw that we could provide the Air Force and allies a good representation of what our adversaries are doing right now. It’s not just a jet with wings and a cool motor that makes it go really fast and really high. These current 4th-generation fighters are fully integrated, so they have near-5th-generation avionics but in a 4th-generation body. Puck saw that is where we needed to go.”

The AAMS and the AESA radar, along with the Scorpion helmet and Link-16, have really upped the game in terms of quality adversary support in a crowded adversary air services provider (ADAIR) market. The Scorpion helmet allows the pilot to avoid turning the aircraft’s nose towards the enemy aircraft to target it when employing certain weapons and sensors. This is especially true when employing simulated heat-seeking missile shots. The helmet also displays basic flight and navigational data and can also project objects from the aircraft’s new Link 16 datalink system out into the visual space all around the aircraft. In other words, if a friendly is 30 miles away at 10 o’clock high, it can shoot that in augmented reality to the pilot.

Top Aces is also using the Air Force’s AN/ALQ-188 jamming pod. The AN/ALQ-188 is a common sight at U.S. air combat exercises and can simulate certain types of hostile electronic countermeasures systems. Top Aces F-16s have controls inside their aircraft that allow the pilots to scale the electronic attack to whatever the blue air wants, whether it be just a nuisance or a full scale ‘melt your face off’ EW attack. Top Aces is also the only ADAIR company that is authorized to refuel from USAF KC-135 tankers, which helps them stay in the fight longer and provides more presentations for blue forces.

Belle states, “The key that has unlocked everything in the past month was that our engineering section here at Top Aces and our chief test pilot were able to get a provisional approval (from the Federal Aviation Administration) to operate Link-16 on our AAMS aircraft. That was the missing key we now have that ties it all together, so we can present this integrated solution that we think closely resembles a 4th-gen-plus adversary aircraft. It’s a real game-changer. The fact that I can be well outside of normal influence ranges on blue air, have them on my scope with Link-16, where they don’t know that I have that situational awareness (SA), and then transition that SA to the IRST pod, and they still don’t know they are being targeted. So they are making decisions like they are not targeted and not vulnerable. As they get closer, I have all of my weapon solutions cued up and ready to shoot with the AESA radar. Link-16 enables all of that to happen.”

 “It also allows us to fly red air tactics with the F-35. It is just like we are one of them. We are replicating 5th and 4th gen packages. It gives blue air not just reps in the gym for blocking and tackling, it affects training outcomes completely and that is what we are really excited about. Link-16 ties it all together.”

What the pilot sees on his center pedestal display showing the Link 16 data is also totally customizable, which is critical for achieving highly-tailored training goals. For instance, the system can easily filter out information that would give the red air team too big of advantage or that would not accurately reflect the capabilities of an enemy. This scalability based on the training objectives makes it far more than just a datalink system for the red air force, it can dramatically boost the fidelity of the threat being presented.

Chris ‘Bluce’ Wee is Top Aces chief test pilot and flew several missions with the upgraded jet during Sentry South 26.1. Wee was a former test pilot in the USAF and was in charge of a host of modernization projects for both the F-16 and all variants of the F-15, including the F-15EX.

Wee told The War Zone, “I’ve been doing modernization and development, making fighters better for the better part of the past 12 or 13 years, and so it was really cool to jump in at Top Aces and look at what we’ve got and look at where we wanted to be and find things that we can improve on. A couple of things that I jumped into right away was really the optimization of our systems together. The idea that we could take old Israeli airplanes and make them high-end aggressors was really fascinating to me.” 

“I first learned of Top Aces sometime in 2022. I was out at Black Flag at the 442 (422nd Test and Evaluation Squadron), the OT test organization out there at Nellis, when I came around the corner and saw some old pilots I knew from my aggressor days. I had no idea what they were doing, but when I got talking to them, I was amazed. There is nothing as maneuverable as this airplane (the F-16A, the agility of which you can read about here), and then you stack on top of that modern equipment, it’s amazing. There are limitations; no company in the world is, from a regulatory standpoint or even a monetary standpoint, able to go out there and buy an APG-83 or APG-82 (AESA radar) or any frontline fighter radar or some of, you know, ‘exquisite’ technologies that are protected by classified information. The fact that we’re doing that to the best of our ability was really intriguing to me.”

Wee was able to jump into the chief test pilot position and immediately review the systems and begin providing recommendations to improve integration. 

Wee added, “We were able to tweak some things here in the software and really go out and develop that to the point where you know it’s really optimized. You get in this airplane and you know the between the helmet, the Link-16, the AESA radar, the IRST, you just have all these tools available to you to do this really important mission that is training the next generation of fighter pilots that are going to be out there, you know, protecting the nation for the rest of my life, at least, which is [a] pretty neat thing to be a part of.”

During Sentry South 26.1, Wee flew four missions in the updated AAMS jet, accumulating over 10 hours, and conducted several aerial refuelings from KC-135s.

Speaking about the new Link-16 capability, Wee explained:

“Datalink, from a very basic standpoint, is when you can look at the picture in your jet and immediately see what everyone’s doing and where they are; you don’t have to be looking outside necessarily to do that. In fact, I would really prefer my wingman to be like miles away from me because we’re probably not gonna hit each other if he’s miles away from me, and I don’t have to worry about him as much. I can just look at my screen, and I know where my wingman is, and what he’s doing. I can see that he’s targeting something because I can see data being passed between our airplanes, which is really helpful to know, not only within our own airplanes but also with the joint force airplanes. We were flying with Marines, F-35s, and guard F-16s. Being able to see where people are and what they’re doing and if they’re doing what I’ve told them to do, just by looking at the link, is a huge capability.”

Top Aces flew twice a day for four days during the exercise. During the first and last day, they focused on defensive-counter-air missions. Blue air students were tasked with defending the target area during a 90-minute vulnerability period (vul), and so they wanted to maximize the number of red forces across the ‘lane,’ so they could challenge their ability to defend a geographical area. 

Wee explained, “As red air, we were trying to get in and protect the strikers. We were using the T-38 as strikers and were trying to help them get into the target area. If we could get to the target band, that would drive the debrief focus points on why the blue forces did not properly protect the lane for the period of time required. Were they allocating their radars to the right spot, and were they looking with the right modes on their radars? We were operating as MiG-1 (lead aggressor) for all sorties, which was really cool for us because we were able to lead the red package in all eight vuls we supported. We were able to manage our forces to align with the blue forces’ learning objectives. We worked very closely with the mission commanders as to what kind of threat they wanted and when they wanted to see it.”

On Wednesday and Thursday, the roles reversed to offensive counter air (OCA), and blue forces were trying to fight their way into the target band and hit targets on land and then fight their way out. Wee led a red force presentation that fought the blue air on the way in, then regenerated from pretend airfields to fight the blue forces on the way out of the target area. 

Lt. Col. Joseph ‘Stone’ Walz, who flew F-16s and F-35s and is now part of the Georgia Air National Guard, is the exercise director for Sentry South. Speaking about the value of having aircraft like Top Aces F-16s in his exercise, he told us, “I had the opportunity to bring in Top Aces to Sentry South 26.1. They normally support the 33rd Fighter Wing at Eglin. I like to build something that represents what pilots would expect if they were to go out and fly an operational plan. It’s about honing and shaping our pilots into the most combat-ready force we could be if we had to go to war. How Top Aces factors into that is if we get real aircraft and actual fighter jets that can prosecute errors and punish errors in the training environment, and now when my pilots have those errors, they get shot and can now go into the debrief and learn those lessons in a training environment so they don’t make the same mistakes in war. We can do that with other aircraft, but every aircraft I bring here, if I have to put them as red air, that is one less person who can fly blue air. Red air is a tax we all have to pay, but having these guys gets us more training, and you never know the lesson that someone will learn that will save their life someday.”

Being asked to lead red air forces as ‘MiG-1’ during Sentry South 26.1, Top Aces is proving that experience matters, which is their motto. 

Belle explained, “We are mostly all former aggressor pilots who have done the really big exercises at Nellis and in Alaska. We have handled 100 aircraft LFEs (large force exercises) and know how to build scenarios that really stress blue air’s weak points. We know where their change-outs are going to be, so we are a thinking adversary that brings in all the other red air like the F-35s and F-22s and puts it all together and says what would the Chinese do? We replicate that. We put the 4th and 5th-gen packages together, led by an experienced aggressor who knows how to exploit weaknesses. I can tell you from being on the blue side that when your bulletproof game plan is completely exploited and torn apart, you leave humbled, knowing you have to up your game. We are not there just to win, we are there to teach. We are there to have you leave the debrief with an outcome that says, I have to go back to the drawing board because what I thought works against my normal red air at Langley or Eglin didn’t work today. Why not?”

Top Aces has recently done much more software development to optimize what’s presented to the pilot and how the pilot interacts with the radar, the link, and the IRST pod, along with the helmet. It is all about placing information in the right place to make the pilot safer and more effective. Looking at human factors optimization, Top Aces is looking to make an even more threatening aggressor.

The IRST system that Top Aces flew during Sentry South 26.1 consists of a Northrop Grumman OpenPod, a modular, open-architecture design, equipped with Leonardo’s SkyWard, a long-wave IRST sensor. It is a scannable IRST pod, which means it has the ability to identify multiple contacts inside of a very large search area. 

Wee explained, “IRST is difficult for everyone. It is very susceptible to the conditions of the day whether it be humidity or clouds. We have some longer-range goals to improve our IRST system and achieve more accurate tracks through exquisite means. Right now, we only have one pod but we are actively seeking more. You can imagine having azimuth and elevation from one pod is pretty good, but having azimuth and elevation from more than one pod makes the solutions get better, especially if you leverage Link-16 and are able to pass some of that data between airplanes (triangulating range). These are all things we want to do to better replicate the threat.”

Another major training capability that Top Aces Link-16-enabled aircraft are now providing is called Constructive Wingman. This gives the upgraded aircraft the ability to lay out synthetic tracks of non-existent aircraft. 

Belle explained, “When the blue air looks at us, no longer do they see just one contact. They may now see two or three contacts and that is just complicating the training and driving better outcomes for their learning. The pilot pushes a few buttons to place an aircraft on my right at two miles and one on my left at two miles. I have a series of 10 commands that I can give it. I can tell it to go 50 miles from blue air and then reform behind me at 20 miles. Or better yet, I am going to turn around as the live fighter and these two contacts will continue going so blue air now thinks he has a bigger problem. But really, he/she is concentrating on synthetic tracks.”

This capability will help new F-35 student pilots as they will now see a more complicated tactical picture during their training. Currently, Top Aces provides aggressor training through the Air Force’s Combat Air Force Contracted Air Support (CAFCAS) program to F-35 pilots going through Formal Training Units (FTUs) at both Eglin Air Force Base in Florida and at Luke AFB in Arizona. The basic course lasts eight months and provides pilots with the training to accomplish a variety of missions.

The last few months have been extremely busy for Top Aces. Last summer, they went to Nellis AFB to participate in a large-force exercise at the end of weapons school, called Weapons School Integration (WSINT). WSINT is a series of complex, large-force employment missions that serve as the capstone portion of Weapons School classes. With their ability to air refuel, they participated in three- to four- hour missions. They also participated in Sentry North at Volk Field before flying to Mountain Home AFB to support training for the Dutch F-35As and the resident F-15E Strike Eagles.

We will be sure to keep you updated as Top Aces continues to add new capabilities to its unique AAMS F-16s.

Contact the editor: Tyler@twz.com

Feb. 19 (UPI) — Several victims of an avalanche that hit Northern California’s backcountry on Tuesday were connected to a private school for competitive skiers, the institution said.

Officials with Sugar Bowl Academy in Norden, Calif., confirmed Wednesday that multiple victims were either members or had strong connections with the school. They said they would not release the names of the victims and survivors.

“We are an incredibly close and connected community. This tragedy has affected each and every one of us,” Stephen McMahon, executive director of Sugar Bowl Academy, said in a statement.

A group of 15 skiers, including four guides, set off Sunday for a three-day backcountry trip, and were returning amid dangerous conditions Tuesday when they were hit by an avalanche near Castle Peak in California’s mountainous Nevada County at about 11:30 a.m. PST.

Six members of the party became stranded, taking refuge in makeshift shelters. The remaining nine were unaccounted for.

Search teams were deployed, and the six surviving members — one guide and five clients — were rescued late Tuesday, according to authorities, who said the search for those missing would continue.

Authorities earlier Wednesday announced that eight of the unaccounted for had been confirmed dead and one was still missing. The deceased included three professional guides with Blackbird Mountain Guides, and one person was the spouse of a member of a deployed rescue team.

Of the six survivors, three were injured, including two who were unable to walk, authorities added.

The party consisted of nine men and six women whose ages ranged from 30 to 55.

Zeb Blais, founder of Blackbird Mountain Guides, which had organized the expedition, said all guides with the group were trained or certified in backcountry skiing and each was an instructor with the American Institute for Avalanche Research and Education.

“There’s still a lot that we’re learning about what happened,” Blais said in a statement. “It’s too soon to draw conclusions, but investigations are underway.”

Blackbird Mountain Guides has suspended field operations through Sunday at a minimum, according to Blais.

“Our most important focus is on those directly impacted and supporting their needs,” Blais said.

“We ask that people following this tragedy refrain from speculating. We don’t have all the answers yet, and it may be some time before we do. In the meantime, please keep those impacted in your hearts.”

Thousands of Uber, Bolt and Addison Lee drivers will log off on Valentine’s Day, urging customers to boycott ride-hailing apps as unions accuse firms and TfL of failing to address falling pay, safety risks and unfair working conditions.

Private hire drivers across the UK are urging customers to boycott major ride-hailing apps on Valentine’s Day as part of a protest over pay, working conditions and what they describe as regulatory failures.

Members of the Independent Workers of Great Britain (IWGB) Private Hire Drivers branch are asking consumers not to use Uber, Bolt or Addison Lee on Saturday 14 February, while drivers log off the platforms and join a motorcade in central London from 5pm to demand legislative reform.

Nader Awaad, chairman of the IWGB Private Hire Drivers branch, described drivers’ experiences as “systemic exploitation” caused by fare structures, rising operating costs and what he calls insufficient oversight from Transport for London (TfL).

Awaad, 59, from Walthamstow, began driving in 2019 after being made redundant from a senior management role. He told The Mirror: “The UK’s private hire industry is a wild west. With no protection from unfair dismissal, drivers see their livelihoods disappear in the blink of an eye.

“With no real safety measures, we are left unprotected from passenger violence, frequently resulting in serious injuries or, in the tragic case of our member Gabriel Bringye, death. And that’s before we even start talking about pay,” he said.

Gabriel Bringye, 37, was a much loved private hire driver from Tottemham, north London. In February 2021, he was fatally stabbed during a robbery by a group of teenagers who had booked his cab by chance. He died from blood loss despite attempting to defend himself.

The attack left a deep mark on the driving community, and following the trial, Bringye’s family established Gabriel’s Campaign for Driver Safety, calling for stronger protections for private hire drivers and measures to prevent future tragedies.

According to the IWGB, drivers can work 12 to 18-hour days just to break even, covering fuel, insurance, vehicle maintenance, traffic fines and platform commission. Awaad highlighted a case where a Heathrow-to-central London ride cost £111 for the passenger, but the driver was paid only £29. “After expenses, many drivers are earning less than the minimum wage,” he told us.

He also criticised “upfront” or “dynamic pricing,” which sets fares for passengers and pays drivers via algorithms. Research from Oxford University found that Uber driver pay has declined since the model’s introduction. Under this system, drivers have no say over fares and can bear the cost of delays or route changes.

The protest follows the Supreme Court ruling that Uber drivers are workers, entitled to minimum wage and holiday pay. Awaad argues operators responded by adjusting pay structures in ways that reduced earnings. Uber has said it complies with the ruling and provides worker protections, including holiday pay, pensions and minimum earnings guarantees.

Beyond pay, safety remains a concern. Drivers report risks of assault and abuse, along with sudden account deactivation by operators. Awaad insists TfL, as the licensing authority, should oversee any suspension decisions. The union also wants stricter passenger identity checks after incidents involving stolen or fraudulent accounts.

Awaad’s attempts to raise these concerns directly with TfL Commissioner Andy Lord, including offering detailed evidence, were reportedly declined.

When The Mirror reached out to TfL, a spokesperson said: “We take our responsibilities as the licensing authority seriously to ensure that everyone can travel safely and reliably. Operators must meet high standards in order to be licensed in London and we continually keep licensing requirements under review to ensure safe services for Londoners.”

The IWGB is lobbying Parliament for legislative changes addressing pay transparency, commission levels, safety protections, and due process in account suspensions.

Alex Marshall, IWGB president, urged public support: “If drivers and riders unite, we can push TfL and the government to implement protections similar to New York, France, Mexico and Barcelona. Drivers deserve fair pay, capped hours, holidays and safety measures. The time for change is now.”

Responding to concerns around pay and transparency, an Uber spokesperson said: “We regularly engage with drivers, especially through our industry-leading agreement with GMB Union, who are not taking part in this action. More and more people choose to earn with Uber because we offer flexibility over where and when they work, as well as offering the best benefits in the sector.

“Drivers have transparency over every trip they take – including the destination and their earnings – before they decide whether to accept it. All drivers receive a weekly summary of their earnings, which includes a clear breakdown of what Uber and the driver received from trips,” the statement concluded.

Similarly, a Bolt spokesperson said the company operates a different model outside London. “Through Bolt Flex, the first model of its kind in the UK, drivers outside London can set their own fares, negotiate directly with passengers, and operate on a transparent, flat commission with no hidden fees. Drivers are already earning up to 7% more per trip on average, while receiving 24% more orders per hour.”

In response to safety concerns, Bolt added: “The safety of drivers is our top priority. We have committed €100 million globally to strengthen safety across our platform, contributing to a 14% reduction in safety-related incidents year over year.

“Drivers are provided with passenger ratings and ride history before pickup, can share live trip details with trusted contacts, and have access to 24/7 in-app and phone support. Our Emergency Assist button connects directly to emergency services and alerts Bolt’s 24/7 safety team, and our trip monitoring technology flags unexpected or prolonged stops. We also offer one of the sector’s most affordable CCTV schemes for drivers.

“Drivers on the Bolt platform operate as independent partners, and access is conditional on compliance with our safety and community standards. Accounts are only ever deactivated following a full investigation, with a clear review process. We will continue working with drivers to raise standards across the sector.”

The Mirror contacted Addison Lee for comment.