Business
Frustrated with crowded resorts, more skiers risk avalanche hazards in backcountry
MAMMOTH LAKES, Calif. — On a clear, cold day in mid-February, we had spent hours on backcountry skis trudging up and across a remote mountainside in the eastern Sierra when we noticed that the trees directly above us were much smaller than the others we had passed along the way.
Still panting from the workout, I looked down the steep slope — something I had carefully avoided up to that point — and saw more suspiciously small trees stretching below us.
“Avalanche,” said my ski partner, Howie Schwartz, a veteran backcountry guide. “Huge one, back in the ’80s, reached all the way down to the valley.”
Schwartz demonstrates how to use probes designed to punch holes in avalanche debris to make contact with a buried ski partner.
(Brian van der Brug / Los Angeles Times)
To his trained eye, the nearly vertical strip of new growth was a telling sign that we were slogging across the high-alpine version of a bowling alley. On the wrong day, tons of snow piled on the ridge a thousand feet above could release without warning and crash down like a wave that, instead of washing over us, would bury us and quickly solidify into the consistency of concrete.
The odds were firmly in our favor that day: There had been no new snow recently or abrupt changes in the temperature. Still, it was best to not linger, Schwartz said, with a nod to make sure I followed him across to the taller trees.
Avalanches are an unavoidable fact of life in the mountains. Two days after our trip, following a storm that dumped 6 feet of snow in 36 hours, a pair of ski patrollers were caught in an avalanche at nearby Mammoth Mountain resort. One was extracted without serious injury; the other was hospitalized but did not survive.
On the same day, two small avalanches struck at Palisades Tahoe. Nobody was injured, but a year ago four people were trapped and one died in an avalanche at the resort.
As shocking and sad as those cases are, they happened on some of the most aggressively protected slopes in the world. Large commercial ski resorts such as Mammoth and Palisades employ patrol teams that go out every morning before the lifts open to test the stability of the snowpack.
A growing number of skiers are seeking out backcountry slopes, trading the relative safety of crowded resorts for the silence and solitude of untrammeled runs.
(Brian van der Brug / Los Angeles Times)
If anything looks suspicious, they deliberately trigger avalanches — using explosives for big stashes of snow, using their skis and body weight for smaller ones — in the hope that no unexpected slides will occur when paying customers are enjoying themselves downhill.
But if things can go wrong at carefully managed resorts, imagine how much risk there is in the backcountry where nobody patrols, cellphone signals are spotty and, even if you can make a call, help might take hours to reach you.
On Monday, a 46-year-old backcountry skier was killed in an avalanche just south of Lake Tahoe. Due to what deputies called “extremely hazardous” conditions, it took an El Dorado County search-and-rescue team more than 24 hours to retrieve the body. They had to use explosives to set off avalanches in the area before it was safe for them to go in, according to a sheriff’s department post on Facebook.
In the last decade, at least 245 people in the U.S. have been killed by avalanches — the vast majority in the backcountry, according to data compiled by the Colorado Avalanche Information Center and the U.S. Forest Service. Some victims were hikers and snowmobilers, but more than half were skiers.
That’s a shocking number given how small the community of hardcore backcountry skiers is. Seemingly everyone who makes the sport a significant part of their lives has lost at least one friend to an avalanche.
“I know of far, far too many who have died,” said Schwartz, 52, who has been guiding professionally for three decades and helped design the curriculum for the country’s most commonly taught avalanche training course. “The longer you do this, the more people you know who die, even professionals, even other guides.”
Schwartz, left, and Dolan install climbing skins, synthetic material that makes it possible to climb to the top of a run wearing backcountry skis.
(Brian van der Brug / Los Angeles Times)
Despite the obvious risks, there has been a steady rise in the number of people heading to the backcountry to “earn their turns” in recent years. There was a surge 2020 after ski resorts shut down due to COVID-19, said Steve Mace, director of the Eastern Sierra Avalanche Center, which publishes daily updates on the weather and avalanche risk in California’s high country.
But the number of backcountry skiers didn’t plummet after the pandemic emergency ended, Mace said. One reason is the eye-opening cost of lift tickets: A single day of skiing at Mammoth can cost as much as $219 this season. Another is the crowds: Despite the high cost, standing in a lift line on a holiday weekend can feel a lot like staring at taillights in rush hour on the 405 Freeway.
And then there is the resort vibe. When 19th century California naturalist John Muir famously said, “The mountains are calling and I must go,” he couldn’t possibly have imagined slushy parking lots crowded with Teslas and short tempers, or bars selling $15 beers.
The allure — some would say siren song — of the backcountry is the absence of everything resorts represent.
Even on the most hectic days within the boundaries of Mammoth Mountain, the untouched, unnamed slopes nearby offer precious silence and solitude. With no ski lifts you have to work a lot harder, but there’s something purifying in the effort it takes to climb hundreds of vertical feet to reach the top of a perfect line. The descent through unimaginably light, untracked powder is the reward.
On a good day — with a knowledgeable partner and the avalanche odds in your favor — all it costs is a few calories and a bit of sweat.
“The longer you do this, the more people you know who die, even professionals, even other guides,” Schwartz says of backcountry skiing.
(Brian van der Brug / Los Angeles Times)
With all of that in mind, Schwartz and I drove to the end of Old Mammoth Road on a recent weekday, where the gleaming vacation homes end and the landscape turns steeply up toward the Sierra crest.
We glued “skins” to the bottoms of our skis, synthetic material that allows the skis to glide forward through the snow but stops them from sliding backward, making uphill travel possible. We clicked into bindings that held only our toes in place for the uphill, and then, with a quick adjustment, locked our heels in place for the downhill run.
The temperature was well below freezing, but we left most of our layers in our backpacks, because the uphill portion would be an intense workout. We didn’t want to get soaked in sweat on the way up only to freeze on the way down.
Our safety gear included avalanche beacons, devices about the size of an old Blackberry that can send and receive electronic signals. We strapped them to our chests so that if one of us got buried in an avalanche, the other would, theoretically, be able to find the beacon.
We also had probes: long, thin sticks that unfold like tent poles and are designed to punch holes in avalanche debris to make contact with a buried partner. You hope you don’t poke someone in the eye, but if you’re using one, it’s a life-or-death emergency, so it’s no time to be squeamish. We also had collapsible shovels to help us dig if we were lucky enough to find our friend.
We pulled out all the gear and tested it at the bottom of the hill, an exercise that was more sobering than reassuring. Every step in the search-and-rescue process would take time, and someone buried in snow is likely to suffocate within minutes. It became obvious that the best way to stay safe in the backcountry would be to avoid having to use the emergency gear altogether.
Avalanche beacons transmit electronic signals that can help rescuers locate a skier buried in an avalanche.
(Brian van der Brug / Los Angeles Times)
That’s harder than it sounds. Predicting whether a snowy hillside might slide depends on a dizzying array of factors, most of which are not obvious to the naked eye. For example, avalanches usually occur on slopes with a 30-degree to 45-degree angle. I’ve been skiing, hiking and climbing for nearly four decades, and I can tell you if something is steep, but the mathematical degree of its slope? I have no idea.
Another crucial factor is the way snow is layered. Think of it like a cake. Some storms are warm and wet, like frosting; others are cold and dry, like crumbly pastry. If a firm layer is resting on top of a weak layer, that’s a recipe for disaster. But it’s difficult to know without encyclopedic knowledge of the season’s weather in that precise location, or digging a deep pit and carefully examining each striation — like performing a bit of impromptu archaeology before your workout.
“If I were going to tell you one thing that really gets my hackles up, it’s a persistent weak layer,” said Mace, the avalanche forecaster. All the other dangers are relatively short-lived. New snow from a storm settles pretty quickly, for example. But a weak layer buried underneath the surface can last for months.
That’s where the Eastern Sierra Avalanche Center website comes in. It provides a color-coded scale of the threat level that takes into account recent weather, the nature of the terrain and the likely consistency of the layers lurking beneath the surface.
Mace, 37, worked for years as a ski patroller and mountain guide before taking on the avalanche forecasting duties at the Eastern Sierra Avalanche Center. Despite the risks, he does almost all of his skiing in the backcountry.
“It brings me a lot of joy and peace. I love the uphill as much as the down,” he said. But Mace, too, said he has seen his share of tragedy. “I have been in this field a long time, and I have lost a lot of friends, people I loved.”
The most valuable lesson he has learned is patience. If he sees a particularly pretty line of snow carving down through some rocks, like an elegant white necklace, he doesn’t just throw on his skis, trudge up the hill and charge down, the way he did in his 20s.
These days, he studies the slope, like a gem cutter before lifting his saw. He watches the weather, assesses the layers and waits for the perfect dusting of powder. He accepts that it might take years for the stars to align.
“It’s a very harsh learning environment,” Mace said, with lots of unreliable “positive feedback.” You might ski something steep and wonderful, where nothing goes wrong, and think you’ve figured things out, he said.
“But there are a million reasons why an avalanche might not release” on any given day, Mace said. “It may not be that you made good choices; it may be that you just got lucky.”
Both Mace and Schwartz said it can be hard to find the right tone when offering advice to new backcountry skiers. They don’t want to underplay the dangers, but they also don’t want to discourage someone from pursuing what, for them, has become a passion.
“What you see more often than not,” Schwartz said, “is that people know what they’re doing is dangerous. They know there’s a mortal risk. But they do it anyway.”
I struggled, mightily, as Schwartz and I continued up and across the rugged slope. I’m a confident resort skier, but it was my first time in the backcountry and the unmanicured conditions proved tougher than I expected.
Wind had scoured away most of the powdery snow, and rain had left a slick, brittle crust. I grunted and cursed trying to get the unfamiliar skis to go where I pointed them. Schwartz smiled patiently and said the snow was “a little grabby,” anyone would struggle with it.
He didn’t, though.
When we finally approached the taller trees, the crunch-crunch of every stride grew steadily softer. There, sheltered beneath the branches of the towering pines, the snow was untouched, like a hillside covered in a foot and a half of down feathers.
Schwartz grinned and said, “This is it, man, this is why we’re here.”
With no ski lifts, backcountry skiers have to work a lot harder, often climbing hundreds of vertical feet to reach the top of a perfect line.
(Brian van der Brug / Los Angeles Times)
He reminded me to wait for him to get a good distance ahead. That way, if one of us kicked off an avalanche, we’d be far enough apart that it probably wouldn’t swallow us both, leaving one guy free to rescue the other.
And then he turned his skis parallel with the fall line, gathered some speed and started making effortless bouncy turns through the trees. The snow was so soft, he floated hundreds of feet to the valley floor in perfect silence.
Well, almost perfect. I could hear him laughing.
Business
Polymarket Bets on Paris Temperature Prompt Investigation After Unusual Spikes
Early in April, Ruben Hallali got an unusual alert on his phone: The evening temperature at Paris Charles de Gaulle International Airport had jumped about 6 degrees Fahrenheit in seconds.
Mr. Hallali, the chief executive of the weather risk company Sereno, had set up notifications for extreme weather swings. Then, nine days later, it happened again.
“It was an isolated jump, at one single station, early in the evening,” said Mr. Hallali, who added that he noticed another strange coincidence about the spikes: The timing was just right for somebody to reap a windfall on the betting site Polymarket.
He wasn’t the only one who sensed a problem. Météo-France, the country’s national meteorological service, filed a complaint last week with the police and local prosecutors, saying it had evidence that a weather sensor at Charles de Gaulle, the country’s largest airport, may have been tampered with.
The temperature swings, experts said, coincided with a period of unusual activity on Polymarket, one of the leading online prediction markets, which allow users to wager on the outcome of virtually anything.
One increasingly popular area is weather betting, where speculators can make real-time wagers on temperature readings, rainfall totals, the number of Atlantic hurricanes in a year and much more — with payouts in the thousands of dollars and higher.
As the stakes rise, so has the temptation to tamper with the instruments used to generate weather readings in hopes of engineering a lucrative outcome. Experts warn that this could have dangerous ripple effects, like degrading the information that underpins safe air travel.
Temperature data is used in a host of calculations at airports, helping determine correct takeoff distance, climb rate and whether crews need to apply frost treatment to planes. It’s crucial to airport safety, Mr. Hallali said.
“The Charles de Gaulle incident is not an isolated curiosity,” Mr. Hallali said. “It is what happens when financial incentives meet fragile data infrastructure.”
On April 6, the temperature reading at Charles de Gaulle jumped from 64 degrees Fahrenheit to 70 degrees at 7 p.m., before slowly falling over the next hour, according to data from Météo-France.
On April 15, the recorded temperature climbed even more sharply, from 61 degrees at 9 p.m. to 72 at 9:30 p.m., then dropping back to 61 a half-hour later.
In both instances, the spikes set the high temperature for the day, the metric on which some Polymarket wagers rest.
Laurent Becler, a spokesman for Météo-France, said the service contacted the police after noticing the discrepancies in temperature data. He declined to comment further on the case, saying it was under investigation.
Mr. Hallali said that after the first instance, experts and commenters on the French weather forum Infoclimat began to search answers. Theories were floated, including user error. But after the second spike, commenters zeroed in on the unusual Polymarket wagers, which totaled nearly $1.4 million over the two days, according to the company’s data.
The sums bet on April 6 and 15 were hundreds of thousands of dollars higher than on typical days this month.
It is not the first time that strange bets on prediction markets have raised accusations of insider trading.
On Thursday, a U.S. Army special forces soldier who helped capture President Nicolás Maduro of Venezuela in January was charged with using classified information to bet on outcomes related to Venezuela, making more than $400,000 on Polymarket. Late last year, another trader on the site made roughly $300,000 betting on last-minute pardons from President Joseph R. Biden Jr. before he left office.
Polymarket did not immediately respond to a request for comment. While the site used to tie some bets to temperature readings at Charles de Gaulle, this week, after Météo-France filed its complaint, the platform began using temperatures taken at another airport near the city, Paris-Le Bourget, according to recent bets on the site.
Representatives for Charles de Gaulle airport declined to comment beyond saying that the case was under investigation. The airport police also declined to comment. The Bobigny Public Prosecutor’s Office, which is handling the case, declined to answer questions about the investigation but said that no complaint had been filed against Polymarket.
As to how the instruments could have been tampered with, a number of theories have been offered online, including by use of a hair dryer or a lighter. Mr. Hallali said that the precision of the spike on April 15 suggested the use of a calibrated portable heating device, although he declined to speculate about what kind.
“Markets are expanding into every domain where an outcome can be observed, measured, and settled,” he said. “As these markets multiply, so does the surface area for manipulation.”
Business
California’s jet fuel stockpile hits two-year low as war strangles oil supplies
As the war in Iran strangles the flow of oil around the globe, California’s jet fuel reservoirs are running low.
The state — which refines much of its own fuel in El Segundo and elsewhere but still relies on crude oil imports — has seen its jet fuel stock decline by more than 25% from last year’s peak to a level not seen since 2023, according to data from the California Energy Commission.
The supply is shrinking as a global shortage is already affecting travelers’ summer plans with canceled flights and higher fares. It could even affect plans for people coming to Los Angeles for the 2026 World Cup, which starts in June, said Mike Duignan, a hospitality expert and professor at Paris 1 Panthéon-Sorbonne University.
“People don’t know exactly how this is going to escalate,” he said. “There’s a huge black cloud over the sea for the World Cup and the travel slump that we’re seeing is all linked to this oil shortage.”
As fuel supplies shrink, flight prices are rising. Airlines are adding baggage surcharges to cover fuel costs. Several routes leaving from smaller California hubs, including Sacramento and Burbank, have already been canceled.
Air Canada has suspended flights for this summer, cutting routes from JFK to Toronto and Montreal.
“Jet fuel prices have doubled since the start of the Iran conflict, affecting some lower profitability routes and flights which now are no longer economically feasible,” the airline said in a statement last week.
Europe had just more than a month’s supply of jet fuel left last week, the International Energy Agency said. In an effort to cut costs, the German airline Lufthansa slashed 20,000 flights from its summer schedule this week.
Without a fresh oil supply flowing through the Strait of Hormuz, the situation is unlikely to improve, experts said. The oil reserves countries and companies have in storage are helping fill shortfalls, but the squeezed supply chain could still wreak economic havoc.
“When there’s a shortage somewhere, everything is affected,” said Alan Fyall, an associate dean of the University of Central Florida Rosen College of Hospitality Management. “Airlines are being cautious, and I would say that is a very wise strategy at the moment.”
California’s jet fuel stock reached its lowest levels in two and a half years at 2.6 million barrels last week, down from a peak of more than 3.5 million barrels last year.
The California Energy Commission, which tracks fuel inventory, said the state’s current jet fuel stock is sill sufficient.
“Current production and inventory levels of jet fuel are within historical ranges,” a spokesperson said. “Although supply is tight, no structural deficit has emerged yet. The present tightness reflects short‑term global market stress. As long as refinery operations remain stable, California is positioned to meet regional jet fuel needs.”
Europe has been affected more directly because it relies on the Middle East for the vast majority of its crude oil and many refined products, experts said. California gets crude oil from the Middle East but also from Canada, Argentina and Guyana.
The state has the capacity to refine around 200,000 barrels of jet fuel per day, most of it from refineries in El Segundo and Richmond.
The amount of crude oil originating in the state has been declining since the early 2000s, as state regulations and drilling costs have led to more imports.
California has become particularly vulnerable to supply-chain shocks like the war in Iran, says Chevron, one of the companies that provides jet fuel in the state.
“The conflict in the Mideast Gulf has exposed the danger of California’s decision to offshore energy production,” said Ross Allen, a Chevron spokesperson. “Taxes, red tape and burdensome regulations cost the state nearly 18% of its refinery capacity in just the past year, and we urge policymakers to protect the remaining manufacturing capacity.”
In 2025, 61% of crude oil supply to California’s refineries came from foreign sources, according to the California Energy Commission. Around 23% came from inside the state, down from 35% five years ago.
The state’s refining capacity has also been declining, said Jesus David, senior vice president of Energy at IIR Energy. The West Coast region’s refining capacity has decreased from 2.9 million to 2.3 million barrels a day since 2019, he said.
“California’s had issues prior to the war,” David said. “Nothing new has been built over the past 30 years, and California has closed a lot of capacity.”
The result is higher prices for both gasoline and jet fuel in the state. Jet fuel at LAX costs close to $15 per gallon this week, compared with almost $10 at Denver International Airport and $11 at Newark International Airport.
Gasoline prices have also been hit hard by the global conflict. Average gas prices in California are close to $6 a gallon, around $2 higher than the national average.
The West Coast is a “fuel island” because it’s not connected by pipelines to the rest of the country, United Airlines chief executive Scott Kirby said in an interview last month. That means oil and refined products have to be brought in by ships.
“Fuel price is more susceptible to supply weakness on the West Coast than anywhere else in the country,” Kirby said.
Some airlines might not survive the turmoil if oil prices don’t level out soon, he said. Spirit Airlines, a budget carrier based in Florida, is reportedly facing imminent liquidation if it isn’t bailed out by the Trump administration.
Business
Nike to Cut 1,400 Jobs as Part of Its Turnaround Plan
Nike is cutting about 1,400 jobs in its operations division, mostly from its technology department, the company said Thursday.
In a note to employees, Venkatesh Alagirisamy, the chief operating officer of Nike, said that management was nearly done reorganizing the business for its turnaround plan, and that the goal was to operate with “more speed, simplicity and precision.”
“This is not a new direction,” Mr. Alagirisamy told employees. “It is the next phase of the work already underway.”
Nike, the world’s largest sportswear company, is trying to recover after missteps led to a prolonged sales slump, in which the brand leaned into lifestyle products and away from performance shoes and apparel. Elliott Hill, the chief executive, has worked to realign the company around sports and speed up product development to create more breakthrough innovations.
In March, Nike told investors that it expected sales to fall this year, with growth in North America offset by poor performance in Asia, where the brand is struggling to rejuvenate sales in China. Executives said at the time that more volatility brought on by the war in the Middle East and rising oil prices might continue to affect its business.
The reorganization has involved cuts across many parts of the organization, including at its headquarters in Beaverton, Ore. Nike slashed some corporate staff last year and eliminated nearly 800 jobs at distribution centers in January.
“You never want to have to go through any sort of layoffs, but to re-center the company, we’re doing some of that,” Mr. Hill said in an interview earlier this year.
Mr. Alagirisamy told employees that Nike was reshaping its technology team and centering employees at its headquarters and a tech center in Bengaluru, India. The layoffs will affect workers across North America, Europe and Asia.
The cuts will also affect staffing in Nike’s factories for Air, the company’s proprietary cushioning system. Employees who work on the supply chain for raw materials will also experience changes as staff is integrated into footwear and apparel teams.
Nike’s Converse brand, which has struggled for years to revive sales, will move some of its engineering resources closer to the factories they support, the company said.
Mr. Alagirisamy said the moves were necessary to optimize Nike’s supply chain, deploy technology faster and bolster relationships with suppliers.
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