Continued from page 48


operating while disqualified for two decades. Despite these serial


disqualifications, Dylan now claims to run NexaTech Ventures which he describes as “a £100 million venture capital” business with offices in London, Dublin and California. Baldwins Travel was wound up


in July last year by director Nick Marks, a member of the family which owned the business for 30 years up to September 2021 when Mason, Dylan and Antrobus bought it and Mason became a Baldwins director. Two months after the


takeover, Barclays Bank issued court proceedings against Mason, Dylan, Antrobus and others in pursuit of almost £14 million in “unauthorised borrowings”, claiming £2.8 million of this was used to acquire Baldwins. Barclays obtained freezing


orders on the trio’s assets, including Baldwins, which Mason, Dylan and Antrobus were subsequently found to have breached by transferring these first to a company in the British Virgin Islands and then to the US state of Delaware. The three were sentenced


to jail for contempt of court by moving the assets abroad in July 2024 and each sentenced to 22 months in prison. Dylan went to jail – and was released last October – while Mason and Antrobus fled abroad, with warrants for their arrest outstanding. Bankruptcy proceedings initiated by Barclays against Mason, Dylan and Antrobus in pursuit of the missing money also remain outstanding. It is a criminal offence to take


part in “the promotion, formation or management of a company” while disqualified, including an overseas company which carries on business in the UK.


Flight retailers must show emissions data from 2027


Ian Taylor


Retailers of flights to and from the UK, and of package holidays, will need to provide consumers with “clear, consistent and accurate” information on flight emissions from April next year. The Civil Aviation Authority


published the new requirements last week along with a summary of responses to its 2024 consultation on draft Consumer Environmental Information proposals. It acknowledged “potential


challenges” for the industry in complying but made clear: “Our expectation is that airlines and other organisations selling or advertising applicable flights in the UK (and package holidays that include applicable flights) should take adequate steps to publish environmental information for consumers on the forecast impact of individual consumers’ flight choices.” ‘Applicable flights’ means those which depart from or arrive at UK airports.


CAA highlights issues raised by eco consultation


The CAA began work on a Consumer Environmental Information framework in 2021 and issued a Call for Evidence in 2023 before a consultation in 2024. In a summary of the 53


consultation responses, the CAA reported: “Questions over voluntary/mandatory


46 12 FEBRUARY 2026


credible steps to work towards the display of environmental information for consumers, the CAA will consider additional actions and whether a mandatory approach is necessary.” The regulator said it had “considered


Emissions information will be a requirement from April next year


The CAA added: “This


information should be available during the flight search and booking process . . . including where flights are sold as part of a package holiday.” It noted the aim would be to


“present emissions information in a clear and consistent format at the point of booking” and said: “Our expectations are that airlines and other relevant organisations will take adequate steps towards implementing this framework by April 30, 2027. “The CAA will be reviewing flight


booking providers – including airlines, travel agents and flight comparison sites – after this date. If airlines and other organisations . . . do not take


implementation and the inclusion of non-CO2 impacts were divisive. There was also disagreement on the financial/technical feasibility of integrating environmental information into booking platforms.” In relation to “non-


CO2 impacts, particularly contrails”, the CAA noted “the significant research being carried out here and internationally so more accurate information on non-CO2 impacts can be provided”. The regulator said it considered


carefully” how the information should be calculated, noting: “There are already several methodologies used and we’re mindful of the need for harmonisation rather than creating further confusion for consumers and an additional burden for industry.” It recommends use of one of four


existing methods for calculating emissions – that of the UK Department for Energy Security and Net Zero, or Iata’s, the EU Aviation Safety Agency EASA’s or Google’s. The CAA acknowledged these


“use different approaches [and] result in different estimates” but said: “We consider these are within an acceptable tolerance for long-haul and medium-haul flights.” For short-haul flights, it


recommends calculations based on the flight distance or duration.


whether the emissions information “should include comparisons to other modes of transport”, saying: “We would like to see this type of comparison available. However, we do not consider it airlines’ responsibility to acquire or calculate information on comparable routes on other modes.” The CAA noted Abta sought clarity on who


would be responsible for providing the information when flights form part of a package holiday.


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