route

The San Diego Padres minor league catching coordinator is in the custody of the U.S. Immigration and Customs Enforcement and will remain so “pending removal proceedings,” a spokesperson for the Department of Homeland Security said Tuesday in a statement.

Oswaldo Pirela, a former Texas Rangers minor league player, was detained Sunday morning at El Paso International Airport.

Pirela, 34, was flying to Phoenix, where he lives with his wife and two daughters. The Padres’ triple-A affiliate is the El Paso Chihuahuas, and Pirela was with the team during its home game Saturday night against the Salt Lake City Bees, an Angels affiliate.

The Department of Homeland Security spokesperson said Pirela came to the United States from his native Venezuela in September 2014 and that his permission to remain expired Feb. 10, 2018.

Homeland Security said Pirela was not carrying his work permit at the time he was detained. Pirela’s brother Juan Pirela presented Phoenix multimedia news organization Arizona’s Family with Oswaldo’s work permit, which indicated it was issued in 2024 and is valid until 2029.

“It’s very hard. He’s authorized to work in the United States,” Juan Pirela said. “So, the same department, Homeland Security, issues a work permit but then somehow it’s not enough.”

The Homeland Security statement addressed the issue: “To be clear, work authorization or a pending application do NOT confer legal status in the United States.”

“In violation of our nation’s laws, [Pirela] overstayed his welcome. When approached by law enforcement officers, he was not in possession of legal documentation granting him status in the country. He will remain in ICE custody pending removal proceedings and will receive due process.

As a roving catching instructor, Pirela is based out of the Padres’ spring-training complex in Peoria, Ariz., and travels to the organization’s minor league affiliates in San Antonio, Fort Wayne, Ind., and Lake Elsinore in addition to El Paso. He spent the 2024 season as bench coach for the Class-A Lake Elsinore Storm and became the organization’s catching coordinator in 2025.

“We recently became aware of the detainment of minor league catching coordinator Oswaldo Pirela in El Paso, Texas,” the Padres club said in a statement. “We are working to gather additional information and will not have any further comment at this time.”

Pirela was signed by the Rangers at age 17 out of Barquisimeto, Venezuela, and played catcher, first base and the outfield from 2009 to 2011 for the team’s Dominican Republic Summer League affiliate.

Everyone knows the stars of Southern California’s driving landscape: Pacific Coast Highway, the cinematic connector of beach cities; Angeles Crest Highway, a stunning and winding mountain route; and “The Snake,” Mulholland Highway’s infamous roadway that reopened late last year.

A sign along California 33 near Ojai.

(Eric Thayer / Los Angeles Times)

But there’s a less-traveled route that feels just as quintessentially SoCal: California 33 to Hudson Ranch Road, passing through Ojai, Maricopa, New Cuyama and Frazier Park.

Parts of this road curl in on themselves into tight, technical twisties — catnip to car enthusiasts and motorcyclists. But this two-lane motorway also showcases the splendor and diversity of the rugged region, from the forested mountains and canyons in Ventura to the jagged rocks and chaparral of the desert vistas, making it appealing to thrill seekers and sightseers alike. While roadways like the 5 serve to get you from one point to another quickly and efficiently, this one begs you to relish the journey.

“A road like this forces your mind to focus on the immediate needs of car control, while rewarding it with the beauty of the natural world,” says Dave Coleman, a Mazda R&D engineer from Long Beach who incorporates Hudson Ranch Road into his drives to and from the Bay Area. “While driving, there just isn’t enough mental bandwidth left to worry about the stressful things in life.”

This route brings people together, including me and my car enthusiast friends, who regularly go on these driving excursions — gas prices be damned. “We drive these roads for the excitement and euphoria, just like people go to Disneyland,” says Matt Kometer, a SkyLink supervisor from San Pedro who drives a 2026 Mazda MX-5 Miata. And, unlike Disneyland or the traditional getaways that involve a hotel stay or a flight, these outings can be put together in a manner of hours.

I was a passenger on a recent Sunday pleasure cruise with a caravan of nine cars, which started in Ojai and ended at the base of Mount Pinos in the Los Padres National Forest. That’s 28 miles as the crow flies, but our route, with a detour for lunch in Cuyama, swelled the journey to more than 100 miles.

An 2026 Audi RS 3 heading to the lunch stop in Cuyama.

(Caroline Pardilla)

If you’re planning a trip of your own, a few things to note before you hit the road: Always check the road conditions, top up the tank because there’s only one gas station in Cuyama, download maps because cell service is spotty, and, if you’re caravanning with friends, it’s nice to bring walkie-talkies to stay in contact. The tunnel section of 33 in Wheeler Springs will be closed Aug. 28-31. Check the Caltrans website for updates.

Here’s a play-by-play of our day on the road.

10 a.m.: Breakfast at Pinyon on Ojai Avenue

Arriving from all corners of the L.A. Basin, the drivers meet up and fuel up at Pinyon Ojai, a pizza restaurant on Ojai Avenue. The shop serves single-origin coffee from Ventura’s Beacon Coffee and breakfast sandwiches featuring house-made bagels. Street-side seating affords prime car spotting, which today includes a right-hand-drive Toyota Land Cruiser Prado SUV and an immaculate brown-on-tan Mercedes-Benz SL Pagoda two-seater. Those who time their trip for the second Sunday morning of every month can check out the cars and coffee event a few blocks away at Westridge Midtown Market.

In the restaurant, the friends catch up, chatting about the cars they drove here, the progress of their current car projects and the route for the day. There is an air of anticipation. For many in the group, it’s their first time driving this route. Miatas feature heavily in this crowd, but there are also high-performance rides, like a Porsche 911, a first-generation Audi R8 and an Audi RS 3.

Traveling the canyon on the two-lane highway through Wheeler Springs and Wheeler Gorge is beautiful but slow going, past houses and campgrounds as well as high rock walls that threaten to rain down scree. Three narrow, dark tunnels along the way throttle speeds because of the sudden contrasts from broad daylight. Highway 33, at a modest 3.5% grade, meanders over and along creeks that are invisible from the road but marked by riparian vegetation.

Drivers gather around their cars while stopping along State Route 33.

(Eric Thayer / Los Angeles Times)

After the road opens up, the drivers make short work of the curves while maintaining a respectful distance from one another. Occasionally, a leisure driver bunches up the group until they pull over at the next turnout to let the faster drivers pass. The series of switchbacks with hairpin turns offer a satisfying run up to Pine Mountain Summit. “That’s some world-class sports car fun there,” says Alex Vendler, a cinematographer from Glendale who drove up in a 2003 Miata. The 5,160-foot-high summit allows us to catch our breath and take in the views of the San Rafael Mountains in the west.

Chris Floren of Torrance poses in front of his “Viccup,” a 1960s truck draped over a Ford Crown Victoria.

(Caroline Pardilla)

1 p.m.: A break and more car talk at roadside motel Cuyama Buckhorn

The Buckhorn Restaurant at Cuyama Buckhorn, a midcentury roadside hotel refurbished in 2018, serves as the perfect respite. It’s about 10 miles off our route but is an air-conditioned oasis of burgers, pie a la mode and endless ice water.

If there’s a downside to stopping in the “hidden valley of enchantment,” it’s the distinct lack of shaded parking. But at least there are plenty of spots in front of the hotel. Through the diner’s large front-facing windows, we watched a cowboy mosey past on his horse, checking out the variety of vehicles.

A group of friends has lunch at the Buckhorn Restaurant at Cuyama Buckhorn.

(Eric Thayer / Los Angeles Times)

Even though there are 12 of us walk-ins, the hostess immediately pushes several tables together to accommodate the group. The dynamics of this long table invite several different conversations to break out — all about cars. “I have a Miata, and I want a Miata,” says Vendler. Apparently, his tablemate William Benedict, a software engineer from West Hollywood who drove the R8, was skeptical about all the love for the Mazda roadster. Elsewhere, motorsports manager Chris Floren of Torrance is getting props for the surprising prowess of his sleeper “Viccup” — a Ford Crown Victoria police car with a ’60s-era pickup body draped over it. Another group discusses how “One Battle After Another” features the most Nissan Sentra SE-R content of any movie.

After last-minute gulps of water, everyone filters back into the heat of the desert and hurries to air out the cars’ ovenlike cabins. There is a mini photo shoot with Floren’s truck in front of the vintage hotel sign, and then we jump in the cars and backtrack up the 33/166 toward Hudson Ranch Road.

The Hudson Ranch Road is more fun in a Mitsubishi Evo IX.

(Caroline Pardilla)

3:30 p.m.: A ‘roller coaster’ of a road and a reunion in Pine Mountain Club

Unlike Maricopa Highway 33, Hudson Ranch Road features coarser asphalt, no guardrails and more passing zones than turnouts. Kometer said it should be a tarmac rally stage while professional stunt driver and Long Beach local Sarah Fairfield, who piloted the second ’26 MX-5 on this trip, equated it to a roller coaster. The road was originally built in the ’30s to accommodate traffic heading to the ski resort, which closed in the ’70s. Now, the group deems it the highlight of the day. “It let me enjoy the act of driving without having to go too fast,” says Karl Buchka, an aerospace engineer from El Segundo who drove up in the 911.

Although the friends were separated on this leg, having each taken the route at their own pace, they reunite at Pine Mountain General Store in Pine Mountain Club. The Village Center convenience store beckons with shaded parking and a freezer full of frozen treats. Between bites of a chocolate ice cream bar, Coleman proposes continuing on toward Santa Clarita, via the twisties on Bouquet Canyon and Spunky Canyon roads. With competing commitments, however, most of the drivers reluctantly bow out.

A look back at the caravan on the 166/33, heading toward Hudson Ranch Road.

(Caroline Pardilla)

In any case, the daylong cruise served its purpose of resetting the week and reconnecting the friends. “A lot of what this hobby or lifestyle or whatever is about is ultimately an excuse to spend time with friends, and to make new ones,” says Jason Kavanagh, a turbopump engineer from Mid-City who brought a Mitsubishi Evo IX to the outing. “So, yeah, the road is a means to that end.”

The drivers at Pine Mountain Club Village. From left, Matt Kometer, William Benedict, Alex Vendler, Dave Coleman, Sarah Fairfield, Jason Kavanagh, Chris Floren and Derek Dicker.

(Caroline Pardilla)

A FAMOUS UK train could soon be travelling from the UK to mainland Europe.

The Caledonian Sleeper, known for its overnight routes between London and Scotland, could soon head from Scotland to destinations in Europe.

Following a meeting, the train operator is now looking into opportunities for the sleeper to head abroad.

Stephen Flynn, the Cabinet Secretary for Economy, Tourism and Transport said of the project: “We are committed to exploring the potential for a direct Caledonian Sleeper service to mainland Europe, and I am pleased that this work is now underway.

“This is an early-stage exercise and the study will focus on understanding the practical, technical and commercial considerations involved. The findings will provide an evidence base to inform any future decisions.”

Findings of the study are expected to be published later this year.

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The Caledonian Sleeper currently runs services between London Euston, Birmingham International and major destinations across Scotland including Edinburgh, Glasgow, Aberdeen, Inverness and Fort William.

Routes include the Lowlander Route and the Highlander Route.

The Caledonian Sleeper operates six nights a week, with Saturday being the only day there isn’t a service.

Currently the only trains between the UK and mainland Europe are via the Eurostar and Channel Tunnel.

Eurostar’s destinations include Paris, Brussels and Rotterdam.

However, Virgin Trains is set to launch by the end of the decade, promising services to Paris, Brussels, and Amsterdam.

The company is also hoping to launch routes to Disneyland Paris, other parts of France and into Germany and Switzerland in the future.

The achievement is breathtaking. Recognition is growing. The fastest known time is hers.

Ultrarunner Sophie Woods will have more to say after a few well-deserved full night’s sleep. For now, consider her unvarnished secret to traversing a mountainous 1,242-mile trail network through Italy, Slovenia, Austria, Germany, Liechtenstein, Switzerland, France and Monaco in 28 days, 17 hours and 59 minutes — nearly a week faster than anyone else has been known to do so.

“Just one step. That’s all you have to do. Just one step forward,” Woods said on Instagram.

Woods earlier reported the record time as 29 days, but corrected it in an email to The Times on Monday, saying she and her husband George “were all so exhausted they hadn’t calculated correctly.”

The Via Alpina course follows the length of the Alps with elevation equivalent to climbing Mount Everest a dozen times. The length is a nice round number in kilometers — 2,000. The total elevation climbed was roughly 110,000 meters, an average of 12,000 feet of daily vertical ascent per day.

Yet another number is equally impressive: Woods is 42 years old.

Woods, who competes using her maiden name Sophie Amy Grant, set off on July 4 in Trieste, Italy, and finished on the Mediterranean coast of Monaco. She endured heatwaves, storms, wildfires and a swarm of horseflies. She ran, climbed and hiked 14 to 18 hours a day, covering 40 to 50 miles before getting a few hours of sleep in a van, tent or occasionally a hotel room.

“I am ecstatic but knackered,” she told BBC Sport. “I’m really tired.”

She ate and drank what would be expected of someone exerting herself to the nth degree. Energy gels containing carbs, electrolytes and amino acids along with a sprinkle of caffeine were essential, but Woods also splurged on McDonalds and mounds of pasta when she met up with her husband, photographer Zoe Salt and dog Nila at day’s end. She estimated that she consumed close to 7,000 calories a day.

The first week was the toughest, with Woods describing her feeling “a thousand pulled muscles,” but by halfway through the journey she told Her Sports that “things still ache now, and by the end of the day my feet are definitely ready for a rest, but I currently only have one small blister on my heel, which I’m calling a huge win. All things considered, I’m feeling really good.”

Sophie Woods runs a route on Via Alpina at Klausenpass by Hotel Meiringen on July 20.

(Zoe Salt)

The previous fastest known time in the Via Alpina was 35 days, 21 hours by British runner Jake Catterall, 34, in 2024. Tessa Caspers, 33, set the fastest women’s time for the route at 38 days, 2 hours last year.

Catterall might need to update his website, which claims not only the Via Alpina record but others including an arduous mountain trek in North Africa and a 3,500-mile mad dash across the entire length of Europe, from Norway to Andalusia, Spain.

He knew all about Woods’ effort, however. On day 20 of her journey, Catterall met her in Switzerland after she had traversed “a particularly spicy descent on a sketchy section of via ferrata,” according to Woods’ Instagram.

“Safely back at base camp, she was met by a brilliant surprise,” the post read. “Waiting to cheer her on was @jakecatterall — the current Via Alpina FKT holder — who had gone out of his way on the journey to his own adventure just to support Sophie. It was such a thoughtful gesture, and one that gave everyone a real lift.”

FKT is short for the “fastest known time” that a person or small group achieves on a particular course, usually somewhere it would be difficult or impossible to host an actual race.

To submit an FKT, the route must be at least five miles long or have at least 500 feet of climbing. Some are very short — the Manitou Incline in Colorado is less than one mile long but climbs 1,900 feet and begins at 7,000 feet of elevation. Others such as the Via Alpina and the Appalachian Trail are thousands of miles long.

For verification, GPS information must be submitted to the FKT website. The route can be linked by uploading it to Strava, Garmin Connect or another online training platform. FKT has not verified Woods’ record yet.

Woods’ mark likely will be tested by another runner, although someone else her age and gender completing the Via Alpina in fewer than 29 days would be a challenging feat.

Woods is from New Zealand and she and her husband spent a decade in London before living in their camper van for years while traveling throughout Europe, finally settling in Andorra, a tiny principality situated in the Pyrenees mountains between France and Spain.

And it is there Woods will rest for a spell.

“I’m absolutely ecstatic,” she said on Instagram a day after she completed Via Alpina. “I still can’t believe that we did it.”

AN airline has temporarily axed one of its routes until the end of August.

Skybus has announced there will be no services between Newquay and St Mary’s Airport on the Scilly Isles with existing customers being rerouted.

Passengers received the news yesterday of the cancellations with Skybus.

The airline explained the route has been suspended due to “a combination of a shortage of both aircraft and qualified pilots”.

Skybus continued to say: “We have explored every available option to maintain the Newquay service, but with a limited fleet and crew availability, we would be unable to operate the route reliably throughout the remainder of the summer.

“Our priority is to provide certainty for our passengers.

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“We want to assure passengers booked to travel between Newquay and St Mary’s, you will be transferred onto a Skybus flight departing from Land’s End Airport on the same date.”

They said that by “concentrating” available aircraft and crews on services from Land’s End they can “provide greater reliability and reduce the risk of further disruption during the peak travel period.”

Customers will be contacted soon with dates for alternative flights.

They will also be offered free parking at Land’s End Airport, a refund of any fare difference between their original and revised flights, and a voucher to spend at the airport café.

Skybus operates year-round to the Isles of Scilly, but only from Land’s End Airport – and flights take about 20 minutes.

Flights from Newquay and Exeter usually operate seasonally between late March to October.

The Exeter route will continue as normal.

I headed down to East Sussex to undertake the hike crowned as Britain’s most beautiful and ‘eye-catching’ trail — then everything went wrong.

A hiker I am not. But when my husband told me the only thing he wants for his birthday this year is to be outdoors and go for a hike – a hiker I became. Begrudgingly.

The location for my (destined to be comical) exploits? The Seven Sisters Cliff Walk in East Sussex. ‘Walk’ being an under exaggeration.

Fair disclaimer before you read on – this story is basically a 900-word ode to my unsurpassable levels of fitness. *Cue Rocky theme song*

Whether I would be a picture of grace or not, at least the destination we picked was sure to be stunning, having recently been named one of the most beautiful and ‘eye-catching’ hiking trails in the world.

The new study by online running shoe retailer SportsShoes.com assigned each hiking trail an ‘eye-catching’ score using eye-tracking technology, ultimately giving us the world’s top 10 most beautiful hikes. The Seven Sisters Cliff Walk ranked ninth on the list.

We set off for the hike on what somehow turned itself into a glorious day amidst an endlessly rainy week and fervently thanked our stars for big little mercies. Then we missed our train and the order of the universe was restored.

We eventually made it to our seaside destination of Seaford – an hour and a half after the initial expected arrival – and set off on our hike. The wind was knocked out of my lungs the second my eyes gazed upon Britain’s most famous chalk cliffs. They were eye-catching alright.

Having done my due diligence much in advance, I had already been informed by countless reviews online that the ‘cliff walk’ was easy to moderate difficulty. Each and every one of the reviews was a lie. The difficulty level was hard, high, expert, nightmare.

The very first hill ascent left me winded, and when I reached the top of the ‘first’ sister of the Seven, I looked at my husband and called an emergency meeting. I loved him and happy birthday, but we would be taking shortcuts.

One look at my red, panting face and he quickly agreed, lest our outdoorsy hike turn into an emergency room visit. Good call on his part.

While I’m on this self-flagellating shame-spiral, it’s probably a good time to mention that I danced at an almost professional level for over a decade of my life. That girl was nowhere to be seen on this hike.

After taking a few embarrassing pauses while fit-as-hell pensioners passed me by, we finally descended the first hill, made our way to Cuckmere Haven, and braced ourselves for our next adventure (read: obstacle), The River Crossing.

With an unspoken agreement passing between us not to take the detour, my husband and I made our way to the flowing stretch we had to cross, and silently began taking off our shoes and socks. Nothing would stop me from undertaking this adventure (except for a very strong current, or really high water, or too much of a crowd – you get the gist).

Jokes aside, it was the part of the hike I was most excited about, so I was crossing this river come hell or high water. Pun intended and all that.

Holding onto each other for dear life, we made our way across the (extremely sharp and pointy) rocky river crossing and finally collapsed on the other side. It may well have been the most memorable, and fun, part of the hike. Would I do it again? Probably. Would I moan and whine doubly throughout? Definitely.

At that point it was time for a well-deserved pint, so off we headed towards the Cuckmere Inn for a scrumptious birthday lunch. After devouring my first ever Sunday Roast and finishing it off with a banoffee cheesecake, the greatest hiker in the world, aka me, got ready for the second leg of our ‘cliff walk’.

A short bus ride to Birling Gap later, we were back at the foot of a daunting cliff, and I, once again, questioned my commitment to our vows as I begrudgingly made my way up another hill that was not ‘easy’ or ‘moderate’ to climb.

Like the Big Bad Wolf in Three Little Pigs, I huffed and puffed my way up towards the Belle Tout Lighthouse, which, spoiler alert, was not pretty enough to be the reward for this monster mountain I had just climbed.

Another descent and one more seemingly endless and exhausting descent later, we got our first glimpse of the Beachy Head Lighthouse and clifftop and all was forgiven.

After spending an adequate amount of time ooh-ing and ahh-ing over the stunning, drop-dead gorgeous beauty we were surrounded by, we made our way towards The Beachy Head pub for our final pint (Pimms for me) of the day.

As the sun finally began to set on the day, we started walking towards the bus stop that would take us to Eastbourne Station so we could catch our train back to London.

It was on this walk that I began to realise something was horribly, terribly wrong. My entire right foot began feeling taut and stiff, and the shooting pain behind my kneecap rendered me limp.

What started as a slight wobble in East Sussex turned into a full blown limp by the time we reached London. Holding on for dear life, I made my way back to my apartment, each step more painful than the last, as I cursed my pro-athlete levels of fitness.

A new hovercraft route is being trialed this summer – and has already proved popular with travellers.

A number of extra dates have been added for crossings this summer, meaning even more passengers can make their way to a sun-drenched UK island from just £12.

A brand new hovercraft route has been introduced connecting Hampshire to the Isle of Wight.

In just 15 minutes, travellers can journey from Lee-on-the-Solent to Ryde, soaring across the waters at speeds of 46mph and hovering 1.5m above the Solent.

Run by Hovertravel – the world’s oldest and longest-running hovercraft operator – the new route to the Isle of Wight is currently being trialled over the summer.

The crossings take place on the travel operator’s two-craft fleet: the Island Flyer and the Solent Flyer.

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For those looking to book onto the high-speed crossing, an adult return ticket (16+) will set you back £24.

Seniors (60+) can snap up a crossing for £18.00 and children’s tickets (aged between 5-15 years) will cost £12.

Infants aged between 0 and 4 ride free on the hovercraft.

Crossings were originally planned for June 28, August 22 and September 5, but a number of extra dates have now been added thanks to the popularity of the new service.

Travellers can now book onto crossings on July 23, August 7 and August 21.

Departures take place twice a day, at both 10am and 3.25pm.

Return routes back from Ryde leave the island at 9.30am and 2.30pm.

Dates had also been extended to today, July 9, but at the time of publishing this article, The Sun found that the journeys could no longer be booked.

Hovertravel was established in 1965 and still provides the fastest way to cross the Solent, between Southsea in Portsmouth and Ryde.

We’re sipping chestnut kir on a terrace overlooking the Tarn River in southern France when we hear excited voices from the table beside us: “Regards! C’est un castor!” Below us, a beaver the length of my leg is languidly swimming upstream. We don’t need our binoculars because the Tarn is so clean that almost every fish, frog, pebble and ribbon of weed can be seen with the naked eye, magnified by the clarity of the water. This meandering, jade-green river – which winds from its source in the Cévennes national park to Moissac, just north of Toulouse – is home to trout, perch, carp, otters, frogs, toads, kingfishers and herons. We add “beavers” to our list.

Above us, huge vultures have been drifting all day, cruising the thermals in groups of nine or 10. And when our eyes haven’t been on the river or the sky, they have been welded to the many orchids on the bank: including monkey, bee, military, butterfly, pyramidal and fragrant orchids. Later, we discover that 30 varieties have been recorded in this orchid hotspot.

Enticed by the cooler microclimate provided by the double whammy of a river and a deep gorge, we’re walking a five-day section of one of France’s newest long-distance hiking routes (April, May, early June and late September are among the best times to tackle it). The 300km GR736 officially opened in 2023 and runs from the Tarn’s source to the city of Albi. Three days of the route run directly through the Gorges du Tarn, Europe’s longest and most dramatic canyon, a 33-mile (53km) limestone gully of rock formations and towering cliffs that often rise 500 metres above the river. The gorge is also home to more than 3,000 vultures, as well as cuckoos, nightingales, red-billed choughs and owls.

Besides exceptional wildlife, a succession of medieval towns, abandoned hamlets, deserted churches, ruined castles, crumbling terraces and jaw-dropping architectural oddities are dotted along the gorge. Most must be reached on foot, via “balcon” paths often dizzyingly (albeit safely) whittled from the gorge itself.

Our walk begins in Le Pont-de-Montvert, a bustling historic town amid the expansive heathery uplands of Mont Lozère, from where the Tarn springs. For two days we traverse an unpeopled, wind-blown wilderness of menhirs, boulders, broom and heather, before descending to wildflower meadows and forests of beech and pine. We walk about 10 to 15 miles a day, unimpeded by bulky backpacks as our luggage is transported in a minivan that arrives promptly at 9am every morning.

It’s only as we descend into the gorge on day three that we begin to encounter a myriad of human-made curiosities. The first is Castelbouc, a semi-troglodytic hamlet of narrow, cobbled streets, watched over by the remnants of a castle balanced on a vertiginous spur.

From here, we briefly cross the gorge to Sainte-Enimie, one of France’s celebrated “plus beaux villages” (its steep cobbled streets are lined with honey-coloured houses hung with pink roses), which is thriving thanks to the road that winds along the gorge’s right bank. Then it’s back to the left bank with its single-file footpath and cooling canopy of chestnut trees. We stop for the night in the restored village of Saint-Chély-du-Tarn, which has an original village bread oven, waterwheel, 12th-century church and miniature chapel carved into the rock. We dine at Auberge de la Cascade (the only place to eat in the village), feasting on Tarn-caught trout and ice-cream made from the local châtaigne, a small sweet chestnut and essential ingredient in the region’s most delicious aperitif, kir à la châtaigne – white wine with a dash of chestnut liqueur.

The following day’s gorge walk feels weirdly Jurassic, thanks to the sulphurous-yellow rocks, thickly mossed tree trunks and enormous ferns. At the hamlet of Hauterives, we spot a rigged cable-and-basket for hoisting goods over the river: someone appears to be living in this isolated spot. A couple of miles of ascending and descending brings us to the waterside town of La Malène, where we relax in a flat-bottomed boat while a professional batelier (boatman), Clément, punts us four miles downriver, pointing out the beaver families that inhabit every half-mile of riverbank, and four varieties of resident vulture (griffon, black, bearded and Egyptian), whose young will fledge throughout the summer.

Clément puts us ashore at Cirque des Baumes, where we scramble up the almost sheer bank using a series of ropes – an exhilarating experience. Here, we encounter yet another hauntingly abandoned village where miniature houses perch – precariously and mind-bogglingly – on limestone plinths. Signs of life (washing on a line) suggest that someone also lives in this ghost village – without electricity, gas or mains water.

We stroll on, past miles of neglected retaining walls, which once held terraced orchards of cherry and chestnut trees; now, the place is home to deer, boar, pine martens and muskrats. After a cooling dip in the river, we walk to Les Vignes and our charming hotel, Le Parisien – pink-and-white striped walls, vintage framed photographs, antique brass beds. The chef, Amélie, tells us that she hopes the new GR736 will bring more people to the area, providing new life for these dying villages.

On our final day, the gorge slowly unfolds and flattens, opening out into a verdant valley of twisted triffid-like trees draped in luxurious moss, and glistening banks of black volcanic stone spill across our path. We follow the river to its confluence with the Jonte and spend our last evening in Peyreleau (designated “une petite cité de caractère”), strolling ancient cobbled streets and exploring medieval churches and towers with far-flung views. From the terrace of Hôtel Doussière, we watch swallows and swifts skimming the river below, and agree that Robert Louis Stevenson was right when he wrote: “If the garden of Eden exists, it’s in the valley of the Tarn …”

Annabel travelled independently. On Foot Holidays offers a week-long, self-guided trip with baggage-carrying service from £1,245pp. More information at gr-infos.com

Annabel is the author of The Walking Cure, published by Bloomsbury Tonic (£10.99). To support the Guardian buy a copy at guardianbookshop.com. Delivery charges may apply

The routes have long been popular with holidaymakers visiting the Brittany area of France, offering a range of daytime and overnight services, and the company has confirmed it’s making changes to other lines as well

Brittany Ferries has announced its making big changes to its UK to France routes ahead of the autumn months as it blames the financial impact of Covid and the ongoing effects of Brexit.

The ferry operator will sell two of its ships, including one that operates the current Poole to Cherbourg route, which it has confirmed will be closed from November 1. Passengers will need to travel to Portsmouth where there’s a daily service to Cherbourg operating in its place.

It also confirmed in a statement that: “in the face of unfair competition on the Eastern Channel, caused by subsidies to run the loss-making Dieppe-Newhaven route, the company is looking to close the Portsmouth to Le Havre route from October 2026.”

Brittany Ferries confirmed the closure date as October 1, saying: “It has operated this route for as long as possible while legal challenges are still being considered by Brussels.”

It also clarified that it’ll be moving to a “more efficient schedule” from November 1 for its ships serving Guernsey, Poole and Cherbourg. Brittany Ferries Island will “serve a triangular route as follows: Portsmouth to Guernsey, Guernsey to Cherbourg, Cherbourg to Portsmouth”. While it’s fast craft the Brittany Ferries Voyager “will continue to serve Poole to Guernsey, but with the option to travel on to St Malo”.

The company confirmed there would be: “No job losses in the UK, but potentially a small number in Le Havre subject to a consultation process currently underway.”

Brittany Ferries began running the Poole to Cherbourg route back in 1986, and it runs on the 1992 ferry Barfleur, which the company has confirmed will now be sold. The Portsmouth to Le Havre route has been operated by Brittany Ferries since 2014. Sailings to Le Havre were run during the day, while the return journeys to Portsmouth ran overnight.

Christophe Mathieu, CEO Brittany Ferries, said in a statement: “Brittany Ferries has a track record in adapting its business to long- and short-term challenges. We overcame Covid when borders were shut, we continue to wrestle with the consequences of Brexit and we are taking steps to make a holiday in France or Spain as reasonable as possible.

“But we have to be realistic. We need adapt and that means a plan to secure a future that will continue to bring opportunities for all those who live and work in the regions we serve. We have informed our ports and will work with everyone affected on this plan for the future.”

The company’s statement went on to add that it’s still feeling the effects of its Covid loan, saying it has repaid half of it, but that “the long tail of the crisis continues”.

The ferry operator’s statement goes on to say: “Into this mix has been thrown the rising tax burden of ETS, the EU’s Emission Trading System. Brittany Ferries has invested in the cleanest, greenest fleet on the Channel, including five new vessels in five years, two of which were launched in 2025.

“Despite this, the company faces a bill of some €27 million in 2026, with no allowance for the industry-leading investment already made. That’s an EU financial burden even before the UK begins to introduce an equivalent scheme for ships operating in British waters.”

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A MAJOR ferry operator has announced a raft of changes – with one major route set to close permanently.

This comes as the French carrier firm announced a substantial cost-cutting plan.

Brittany Ferries is reportedly considering closing the Le Havre to Portsmouth route in Autumn this year, as the company faces financial pressures.

The popular route, which has operated as a “no-frills” service since 2014, offers one departure daily for passengers and vehicles.

By ceasing the service, French-outlet Le Marin reported that the company is expected to save more than €20million (£17million).

Two ships in its fleet will also be sold – the Barfleur, which travels between Poole to Cherbourg and the Cotentin, which runs from Cherbourg to Rosslare.

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As a result, the Poole to Cherbourg route will be stopped, and replaced with a daily service from Portsmouth to Cherbourg.

The Cherbourg to Rosslare route will continue operating via other vessels.

Christophe Mathieu, CEO Brittany Ferries, told the Portsmouth News: “Brittany Ferries has a track record in adapting its business to long- and short-term challenges.

“But we have to be realistic. We need to adapt and that means a plan to secure a future that will continue to bring opportunities for all those who live and work in the regions we serve.

“We have informed our ports and will work with everyone affected on this plan for the future.”

The company’s financial trouble began following a loan taken out during the pandemic.

Although half the debt has already been paid off, the carrier company continues to face a £27 million bill, as the remaining debt has been further burdened by the EU’s Emission Trading System tax.

Iran’s Islamic Revolutionary Guard Corps (IRGC) has warned commercial vessels to only use routes through the Strait of Hormuz approved by Tehran, reopening a point of friction in fragile negotiations between the United States and Iran over the future of the strategic waterway.

The warning came after Oman announced a new shipping transit route through the strait on Wednesday, saying it had coordinated the route with the International Maritime Organization (IMO) as maritime traffic slowly resumes following weeks of disruption.

The dispute remains one of the unresolved issues after a memorandum of understanding (MoU) was signed by the United States and Iran last week, which largely halted hostilities in the four-month US-Israel war on Iran and which launched a 60-day negotiation process aimed at reaching a broader peace agreement.

The MoU, which includes the reopening of the strait, followed months of severe disruption to shipping after Iran effectively closed it, and the US imposed a corresponding naval blockade on Iranian ports.

Both Washington and Tehran have declared the strait open to commercial shipping, but questions remain over whether Iran will seek greater control over vessel movements, whether it will impose transit or service fees on ships using the strait following the 60-day negotiating period, and whether disagreements over the waterway could derail efforts to reach a permanent agreement altogether.

Why is the Strait of Hormuz so important?

The Strait of Hormuz is one of the world’s most strategically significant waterways, with around one-fifth of global oil and liquefied natural gas (LNG) supplies normally being shipped through the narrow passage linking the Gulf to the Arabian Sea.

Bordered by Iran to the north and Oman and the United Arab Emirates (UAE) to the south, the strait is only about 50km (31 miles) wide at its entrance and exit, narrowing to about 33km (21 miles) at its tightest point. Despite its width, it is deep enough to accommodate the world’s largest oil tankers.

According to the US Energy Information Administration, about 20 million barrels of oil and petroleum products transited the strait each day in 2025, representing hundreds of billions of dollars in annual energy trade.

The route is used not only by Iran but also by Iraq, Kuwait, Qatar, Saudi Arabia and the UAE. It is also vital for global fertiliser exports, with roughly one-third of international fertiliser trade normally passing through the strait.

Because disruptions to shipping there rapidly push up global energy prices and destabilise US markets, control of the waterway has become one of Iran’s strongest sources of strategic leverage in its conflict with the US.

Why is Iran objecting to Oman’s new route?

The IRGC says Oman and the IMO announced the new shipping corridor without consulting Tehran. “Certain authorities have announced a new shipping route through the Strait of Hormuz without prior notification to or coordination with the Islamic Republic of Iran. The proposed route is unacceptable and poses serious safety risks,” the force said.

“The only authorised transit routes through the Strait of Hormuz are those designated by the Islamic Republic of Iran,” it said, adding that ships must maintain contact with the IRGC Navy while transiting the waterway.

Iran first issued its own map of acceptable routes through the strait in April, showing that ships should pass much closer to the Iranian coast than they had previously.

The IRGC’s warning came after a Liberian oil tanker passed through the strait on Thursday using a route much closer to Oman’s coastline.

Al Jazeera’s Resul Serdar, reporting from Tehran, said the IRGC appeared frustrated because the Omani route partially bypasses Iran’s direct control over shipping.

“The control of the Strait of Hormuz has been a huge leverage for Iran to put pressure on its adversaries and the global economy since the beginning of the war,” Serdar said.

Oman defended the corridor route it had announced, saying it was intended to restore safe navigation while complying with international law. Foreign Minister Badr Albusaidi said Oman remained committed to ensuring freedom of navigation through the waterway and stressed that “future arrangements related to the strait do not involve imposing any transit fees”.

What does the US-Iran agreement say about the strait?

In the MoU signed last week, Iran agreed that it would “make arrangements using its best efforts for the safe passage of commercial vessels with no charge, for 60 days only, from the Persian Gulf to the Sea of Oman and vice versa”.

While the agreement states that “the traffic of commercial vessels will immediately start”, it also acknowledges that demining operations will be required before normal shipping routes can fully resume, stating that “demining by the Islamic Republic of Iran will be instated within 30 days”. It also provides for discussions between Iran, Oman and other Gulf states on future arrangements for managing the waterway.

However, the memorandum does not specify what will happen after the initial 60-day period. Ali Vaez, Iran project director at the International Crisis Group, said the temporary rerouting of vessels had always been expected because of the mine-clearing operations outlined in the agreement.

“We always knew that if there was a deal, there would be several weeks of mine-clearing operations in the international shipping lane running through the middle of the Strait of Hormuz,” he said.

“During that period, vessels would have to transit through Iranian and Omani territorial waters instead.”

However, Vaez said the latest announcement by Iran was unexpected. “The important thing now is that the Iranians do not start taking fees or other tolls,” he said, “because that is not provided for in the memorandum of understanding.”

Asked whether the IRGC’s position differed from that of Iran’s government, Vaez said: “There is no distinction between the IRGC and the state. They are effectively one and the same. The IRGC is calling the shots.”

Can Iran charge ships fees?

International law generally protects the right of transit through international straits, including Hormuz, making it difficult for coastal states to impose unilateral transit fees on vessels simply passing through international shipping lanes, even where they are within territorial waters.

Last week, Iran announced it would waive planned fees through the strait for 60 days while talks with the US continue in Switzerland, suggesting charges may be introduced once the negotiating period expires.

Iran’s chief negotiator, Mohammad Bagher Ghalibaf, has signalled that Tehran views the post-war arrangement as fundamentally different from the status quo that existed before the conflict.

“Hormuz will never return” to its prewar status, Ghalibaf said.

The suggestion that Iran could charge fees was dismissed by US Secretary of State Marco Rubio this week. Speaking at the start of a regional tour in the United Arab Emirates, he said: “It’s an international waterway. No country is allowed to charge tolls or fees on an international waterway.”

Rubio added that he believed “all the countries in this region would agree”.

Speaking in Manama, Bahrain, after meeting with the Gulf Cooperation Council (GCC) – a bloc comprising Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the UAE – on Thursday, Rubio also told reporters: “Iranians are saying one thing, but then something else is actually happening.

“It’s now obvious to us that … the Iranian system is going to produce all sorts of maximalist rhetoric. What we’re interested in is not their press conferences. What we’re interested in is whether or not ships are moving. If ships are moving as they should be moving, then that’s what we’re going to judge.

“If, on the other hand, this rhetoric is backed up by actual ships being threatened and ships are not moving, then that’s a violation of the agreement, and we’re going to have a problem with it.”

Rubio claimed there is no regional support for Iranian transit fees, saying, “There is zero support among Gulf countries for any sort of toll or fees charged for the use of international waters … that isn’t going to happen.”

His comments came after UAE presidential adviser Anwar Gargash said that new “geopolitical facts” could not be imposed on the Arab Gulf states as a result of what he described as the “treacherous aggression against them”.

Are ships returning – and which route are they taking?

Some commercial shipping through the strait has resumed, although traffic remains well below normal levels. Before the conflict, between 120 and 140 vessels typically transited the strait each day.

According to shipping analytics company Kpler, confirmed crossings rose to 70 vessels on Wednesday as demining progressed and more operators began using the Omani route.

“The US-Iran MoU framework and apparent lifting of the US blockade appear to have supported a short-term confidence boost, although IRGC warnings against use of the Omani route could create a new source of contention,” Kpler reported.

The company added that incomplete demining, continued “dark” routing by some vessels – when ships limit or switch off their tracking transponders – and unresolved questions over inspections, sanctions and future governance meant shipping had not yet returned to prewar conditions.

This comes as oil prices drop to the lowest level since before the Iran war, with Brent crude, the global benchmark, falling to a low of $72.24 a barrel on Thursday. This remains above the prewar price of $66, however.

The chart below shows how shipping through the strait before the war compares to its status in recent weeks:

Is a peace deal achievable?

The future administration of the Strait of Hormuz is only one of several issues still to be resolved before negotiators hope to reach a comprehensive agreement within 60 days, with another major sticking point being Iran’s nuclear programme.

International Atomic Energy Agency (IAEA) Director-General Rafael Grossi has said the agreement explicitly provides for international monitoring of Iran’s nuclear activities.

However, Kazem Gharibabadi, Iran’s deputy foreign minister for legal and international affairs, has said inspectors’ access to nuclear sites damaged during the conflict will only be considered as part of a final agreement.

Questions also remain over the fate of Iran’s enriched uranium stockpile, the sequencing of sanctions relief and the release of frozen Iranian assets, while regional tensions continue to pose additional risks.

Israeli forces remain deployed in parts of southern Lebanon occupied during the conflict, according to a Lebanese military source, while Israeli strikes have continued, despite the MoU explicitly calling for “a permanent end to the war on all fronts, including Lebanon”.

Vaez said visible progress would be essential if negotiations are to survive, noting, “Both sides have to see progress, whether that’s greater access for UN nuclear inspectors, sanctions relief, or resolving the issue of Iran’s uranium stockpile.”

He cautioned against viewing the interim agreement as a series of smaller deals. “Nothing is agreed until everything is agreed,” Vaez said.

“They [the Iranians] are determined to reach a comprehensive agreement within 60 days. That’s a very ambitious timetable, but there has to be visible momentum or the process risks falling apart.”

However, Vaez said both Washington and Tehran have strong economic incentives to bring about a lasting peace. “The situation in the Strait had become one of mutually assured economic destruction,” he said.

“The United States was facing rising energy and oil prices ahead of the midterm elections … At the same time, Iran was already in a deep economic hole before this conflict began. The war only made that worse.

“It became a lose-lose dynamic, and both sides needed a way out.”

A NEW hovercraft route is being trialled in the UK this summer – and could be made permanent.

Bookings are now open for the 15-minute trip, with tickets starting at just £12.

Hampshire and the Isle of Wight will now be connected through a brand new hovercraft crossing, taking place all throughout the summer.

Run by Hovertravel – the world’s oldest and longest-running hovercraft operator – travellers will now be able to make the journey from Lee-on-the-Solent to Ryde in just 15 minutes.

Visitors will soar at speeds of 46mph, while hovering 1.5m above the Solent, on the company’s two- craft fleet: the Island Flyer and the Solent Flyer.

Crossings will take place on June 28, August 22 and September 5, with two departures daily.

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The trip is being run by the company – as part of a trial to gauge public interest before being made a permanent route.

Visitors can now book tickets for the craft on the Hovertravel website.

Adult tickets cost £24, with senior tickets priced at £18, and child tickets at £12 for those up to 15 years old.

This comes as the Isle of Wight has been named as the UK’s sunniest destination, receiving more than five hours of sunshine on average per day.

At 147 square miles, the island is easily traversable by car, where you can also spend a day in the nation’s most sun-drenched town, Shanklin.

Hovertravel was established in 1965, and still provides the fastest way to cross the Solent between Southsea, Portsmouth and Ryde.

Passengers no longer need to make connecting flights as the new service is set to start from July 23, the first of its kind on a route to and from Manchester Airport

A major airline has announced it will be running a new direct service to a major capital city from Manchester Airport.

Riyadh Air will launch the service between the Saudi Arabian capital and Manchester from July 23.

Flights direct to Riyadh will operate three times a week, making one of the first direct links between the Saudi Kingdom and England’s north in decades. Many passengers have been forced to rely on connecting flights through European hubs or other Gulf airports – until now.

As per Riyadh Air, the airline will run the route on Tuesdays, Thursdays and Saturdays, with flight RX417 leaving Riyadh King Khalid International Airport at 1.45am local time before arriving into Manchester at 6.40am. The return service, RX418, will depart Manchester at 8.40am and land back in Riyadh at 5.20pm local time – right on time for the dinner service.

Riyadh Air told travel news website Travel and Tour World that the route has been designed to appeal to both business and leisure passengers, offering faster and more convenient travel between the Middle East and England’s north. The new direct service will mean business travellers will be able to attend meetings in Riyadh without overnight layovers, and holidaymakers can travel to Saudi Arabia without the need to make a connecting flight. Additionally, the flights will make use of Riyadh Air’s Boeing 787-9 Dreamliner aircraft, which feature wider seating, advanced lighting systems, and nifty travel technology designed to reduce jet lag on long-haul journeys. Riyadh Air said the new Manchester flight path forms part of Saudi Arabia’s wider Vision 2030 strategy, which aims to grow tourism, strengthen global connections, and expand the country’s aviation sector. Riyadh Air, which was founded in 2023, plans to grow its fleet of more than 100 aircraft over the next decade, while also aiming to connect travellers to more than 100 international destinations.

The Manchester route is among the first international services planned as part of the national airline’s wider summer 2026 expansion programme, with new connections also flying out of London.

The additional fares come as travel between the UK and Saudi Arabia continues to increase, with weekly seat capacity surging by up to 150% in recent years to meet rising business and tourism demands. Riyadh Air is now the only aviation firm to expand flight offerings and launch new direct routes between major British and Saudi airports, with British Airways recently boosting its London Heathrow to Riyadh service to up to 14 weekly flights and its Jeddah (JED) route to five flights per week. Wizz Air and Virgin Atlantic have also launched direct routes connecting Gatwick and Heathrow airports to cities like Medina, Riyadh, and Jeddah.

Around 7 a.m. Saturday, in a lot beside the shuttered Santa Monica Civic Auditorium, a strange set of cars and trucks began to gather. Three Model A’s. A couple of ’60 convertibles. A 1964 Chevrolet Impala station wagon. Also, a big bull on trailer wheels.

“Am I in the right place?” asked a man in one of the Model A’s.

“Going to Chicago?” asked a guy in a white Denali.

“I wish I could do the whole thing,” said Joe Hernandez of Pasadena, wistfully standing by.

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This was the starting line for roughly 70 drivers who gathered to celebrate the centennial of Route 66 with a 2,448-mile, 20-day caravan to Chicago. Most had come from outside California to share an adventure with fellow “roadies” and boost awareness of the classic scenery and independent businesses along the eight-state route.

But soaring gas prices and hesitant international travelers have added uncertainty to a trip that was always going to be a logistical challenge. Day 1 alone might terrify an L.A. commuter: From the Pacific to Pasadena by surface streets, including miles on Santa Monica and Colorado boulevards.

“I don’t know how it’s all going to happen,” said Gary Daggett, president of the Old Route 66 Assn. of Texas. But he and his wife, Stephanie, have more than a little Route 66 experience to draw upon.

Mike and Lisa Visket of Prescott, Ariz., pose in Santa Monica at the pier in their Route 66 clothing on June 6, 2026.

“This is our 30th trip over 20 years,” Daggett said. “You can’t see everything. There’s so much…. You start meeting the people, you get hooked on the people.”

Shortly before their 8:30 departure time, organizer Rhys Martin called drivers together.

“Leaving here is going to be a little complicated,” he said.

Martin, who is part of the Route 66 Road Ahead Partnership, is president of the Oklahoma Route 66 Assn., and serves as manager of the National Trust for Historic Preservation’s Preserve Route 66 initiative. For the journey, he is driving a ’64 Chevy Impala station wagon with a GPS unit inside so that armchair travelers can follow his journey on the web.

“It’s going to be impossible to keep everybody together,” he said during preparations. “We’re encouraging people to spread out and support independent businesses rather than all going to one place and demolishing the kitchen.”

William Cooke of Pinon Hills participates in a caravan from Santa Monica Pier to Chicago, celebrating the centennial of Route 66.

In song and literature, the route is celebrated as an east-to-west journey. This caravan, running in the opposite direction, will travel from California through Arizona, New Mexico, Texas, Oklahoma, Kansas and Missouri to Illinois.

From Santa Monica, the Day 1 schedule took drivers to Beverly Hills City Hall, Grand Central Market downtown for lunch, the Chicken Boy statue and Galco’s Soda Pop Stop in Highland Park, then an overnight in Pasadena.

Day 2 takes the group from Pasadena to Barstow. Day 3, from Barstow to Needles. On June 25, the caravan is due to arrive in downtown Chicago.

The loose procession was led by a core group of 15 cars, including representatives of all eight states on the route. Since anyone can join or leave the caravan at any time, the number of vehicles will vary by the hour.

Through the decades, the road has grown from an American artifact into a global symbol of small-town Americana. Many merchants, restaurateurs and hoteliers along 66 now say that their summer customers are mostly travelers from abroad, especially Europe. One of the caravan’s drivers, in a rented pickup truck, was Dries Bessels, co-founder of the Dutch Route 66 Assn.

Brady Wilson of Amarillo, Texas, displays an assortment of Route 66 pins on his cowboy hat. Wilson is part of a caravan of Route 66 enthusiasts who set out from Santa Monica Pier on June 6, 2026, for Chicago.

Though the Model A’s will surely raise eyebrows on the road, the caravan’s most startling element is the fiberglass bull representing the Amarillo-based Big Texan Steak Ranch restaurant, one of the event’s sponsors.

“It’s the same one my dad brought home in ’71. His name is Big Moo,” said Danny Lee, who co-owns the restaurant with his brother, Bobby Lee. “He’s 12 and a half feet high. About 500 pounds. It’s all fiberglass.”

In 21 cities along the drive, the Big Texan team aims to stage nightly steak-eating contests, giving free dinners to anyone who can eat 72 ounces of steak, a baked potato, three shrimp, a side salad and a roll in 60 minutes.

The caravan’s first challenge came at the Santa Monica Pier, where there was no room for the cars due to a construction project, World Cup preparations and a Children’s Hospital fundraiser. Instead, the caravan gathered by the Santa Monica Civic Auditorium. Drivers strolled over the pier for a photo op, then returned to their cars.

“Herding cats,” said George Kulakowski of Huntington Beach, at the wheel of a 1931 Ford Model A Panel Delivery truck.

Participants in a Route 66 centennial caravan pose for a photo before they depart from Santa Monica Pier on June 2, 2026, for Chicago along the historic highway.

Another challenge awaited in West Hollywood, where Santa Monica Boulevard (aka Route 66) was busy with crowds for the city’s WeHo Pride Street Fair. By plans laid ahead of time, most caravan vehicles detoured around the party while select caravan cars followed a police escort through the action.

This way, Martin said, “another community along Route 66 gets to share its identity with the community at large.”

Allison Lehn of Boston participates in a caravan from Santa Monica Pier to Chicago, celebrating the centennial of Route 66.

By 11:15 a.m., Martin’s car had reached Sunset Boulevard in Silver Lake. Meanwhile, assorted other parades and caravans are traveling Route 66 in other states this year; most of them concentrate on short segments.

By 12:45 p.m., caravaners had met the mayor of Beverly Hills and rolled through West Hollywood’s Pride festivities, arriving at Grand Central Market, running slightly ahead of time.

On May 30, an estimated 3,596 classic cars joined a “Capital Cruise” on Route 66 in Tulsa, Okla., becoming a Guinness Book of World Records holder for the largest parade of classic cars, drawing an estimated 100,000 spectators and overwhelming local traffic.

In Arizona, the Williams Historic Route 66 Car Show was set for Friday and Saturday. In Texas, the Amarillo-based Texas Route 66 Festival is running Thursday through June 13.

William Cooke of Pinon Hills, left, and Sarah Jane Woodall of Tecopa, Calif., drive along Wilshire Boulevard in a 1960 Edsel Ranger Convertible as part of a Route 66 centennial caravan.

In those states and beyond, the caravan from Santa Monica will find hotels and motels in every kind of condition, vintage neon, road food, blue states, red states and purple states.

As a package of Times stories described in May, some landmarks date to the highway’s days as a scene of Depression desperation in the 1930s, others to its giddy postwar years in the late 1940s and ‘50s.

Route 66 was created in 1926 as a highway stitching together hundreds of local roads. Nicknamed “the Main Street of America” by its boosters and “the Mother Road” by John Steinbeck in “The Grapes of Wrath,” the highway inspired Bobby Troup’s song “(Get Your Kicks on) Route 66” in 1946.

But economic life along Route 66 has been precarious since the late 1960s, when interstate highways and chain hotels began stealing traffic away from the older, slower road. After Route 66 was decommissioned as a highway in 1985, about 85% of the old route remained in use, often as small-town thoroughfares, country highways and frontage roads alongside Interstate 40.

Efforts to save and rebuild the route as a historic resource began in the late 1980s and gained ground after the 2006 release of the Pixar/Disney animated features “Cars,” which tells the story of the highway’s rise and fall. In small towns such as Tucumcari, N.M., and Seligman, Ariz., the highway remains central to local identity and economy.

A vehicle in the Route 66 caravan is photographed June 6, 2026.

This year’s centennial improvements along the route “are things that are going to go into the future,” Martin said. “The real impact is going to be next year and the years after.”

A new train service has created the world’s longest train journey, allowing passengers to travel across 13 countries

The launch of a brand-new rail service has created the world’s longest train journey, spanning 21 days and passing through 13 countries.

A new rail link between Laos and China now allows travel from Portugal to Singapore entirely by rail.

The epic route covers a staggering 11,600 miles and is operated by multiple railway companies throughout.

Travellers can cross numerous borders while making several spectacular stops along the way.

The mammoth trip offers passengers stunning countryside scenery between the major destinations along the route.

Departing from Lagos in Portugal, the journey concludes in Singapore, reports the Express.

It’s a truly one-of-a-kind adventure, crossing from the western to the eastern hemisphere entirely by train.

From Lagos, the service heads to the Portuguese capital, Lisbon, before stopping at the next stop in the Basque region of Spain.

The train then winds its way through France, Russia, China, Vietnam, and Thailand before finally rolling into Singapore.

Along the way, the service stops at some of the world’s most iconic cities, including Paris, Moscow, Beijing, and Bangkok.

The lengthiest leg of the trip is a gruelling 40-hour stretch from Paris to Moscow.

Despite this marathon section, the journey features 11 stops, giving passengers plenty of opportunities to stretch their legs.

Travellers can also enjoy overnight stays at destinations en route, stepping off the train to explore.

To complete the full journey, passengers must obtain seven separate visas. The overall fare is approximately £1,006, comparable to the cost of a flight from Portugal to Singapore.

Nevertheless, the trip requires considerably more planning than a flight and involves numerous additional stops.

In some areas, passengers must make bus connections to continue their train journey.

These included the stretch from Vietnam to Cambodia, and from Malaysia to Singapore.

The longest journey has only been made possible by the introduction of the Laos-China railway.

It is expected to boost Laos’ economy by allowing it to transport people from China.

The previous longest train journey ran from London to Singapore.