Kendall Jenner world’s top-earning model

Kendall Jenner
Updated 22 November 2017
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Kendall Jenner world’s top-earning model

LOS ANGELES: Kendall Jenner topped a list on Tuesday of the world’s highest paid models, edging Gisele Bundchen out of the No. 1 spot for the first time in 15 years in a ranking that reflected the growing power of social media influencers.
Ashley Graham became the first plus-size woman to make the annual Forbes list of top earning models, ranked in 10th place with an estimated income of $5.5 million between June 1, 2016, and June 1, 2017.
Jenner, 22, the half sister of Kim Kardashian, earned an estimated $22 million for the year thanks both to her runway fashion jobs and an 84 million Instagram following that helped her launch her own clothing line and win deals with the likes of Adidas and Estee Lauder, Forbes said.
Brazil’s Bundchen, 37, who has held the top spot since 2002, was ranked second this year with an estimated $17.5 million, Forbes said.
Chrissy Teigen joined the Forbes list for the first time, taking the no.3 spot with estimated earnings of $13.5 million. Teigen, 31, the wife of singer John Legend, is also prolific on Twitter and Instagram and has deals with brands like Smirnoff to boost her earnings from fashion.
Graham, 30, an outspoken advocate for body activism, in 2016 became the first size 16 model to be featured on the cover of Sports Illustrated. Her fashion lines with Dressbarn, H&M and Swimsuits For All helped get her on the Forbes list for the first time in her 16-year modeling career.
“With social media, there are more opportunities to create your own content and use your voice,” Ivan Bart, president of IMG Models told Forbes. “The stars are using it.”


Soviet-era motorcycle sidecars add to Cuba’s retro appeal

Updated 21 March 2019
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Soviet-era motorcycle sidecars add to Cuba’s retro appeal

  • Ranging from rusting relics to the pampered and the pristine, hundreds of old motorcycle sidecars rattle through the streets of Havana

HAVANA: Cuba’s love affair with 1950s-era American cars is still intact, but the communist-run island also has a lingering attachment to a stalwart of Soviet-era leftovers, the motorcycle sidecar.
Ranging from rusting relics to the pampered and the pristine, hundreds of old motorcycle sidecars rattle through the streets of Havana.
The retro appeal gets a lot of attention from tourists “but here it’s common, normal,” says Enrique Oropesa Valdez.
Valdez should know. The 59-year old makes a living as an instructor teaching people how to handle the sidecar in Havana’s traffic, where riders seem able to squeeze the machines through the narrowest of gaps.
And they’ve built up an intense loyalty among the mend-and-make do Cubans.
“They’re very practical,” according to Alejandro Prohenza Hernandez, a restaurateur who says his pampered red 30-year-old Jawa 350 is like a second child.
Cheaper and more practical than the gas-guzzling, shark-finned US behemoths, the bikes are used for anything from the family runabout to trucking goods and workers’ materials.
“A lot of foreigners really like to take photos of it,” says Hernandez. “I don’t know, I think they see it as something from another time.”
Cuba lags several decades behind the rest of the world due to a crippling US embargo, so the makers’ badges on the ubiquitous sidecars speak of a bygone world.
Names like Jawa from the former Czechoslovakia and MZ from the former East Germany, as well as antiquated Russian Urals, Dniepers and Jupiters.
Havana’s military acquired them from big brother Moscow at the height of the Cold War in the 1960s and 70s, for use by state factories and farms. Over the years, they gradually filtered down to the general public.
That’s how Jose Antonio Ceoane Nunez, 46, found his bright red Jupiter 3.
“When the Cuban government bought sidecars from the Russians in 1981, it was for state-owned companies,” he said.
Later, the companies “sold them on to the most deserving employees,” he said. His father, who worked for a state body, passed the bike on to him.
“Even if the sidecar gets old. I’ll never sell it because it’s what I use to move around. It’s my means of transport in Cuba, and there aren’t many other options,” said Nunez.
Valdez himself has a cherished green 1977 Ural.
“I like it a lot, firstly because it’s the means of transport for my family, and secondly because it’s a source of income.”
And it costs less than a car, still out of reach of many Cubans.
Settled on the island with his Cuban wife, 38-year-old Frenchman Philippe Ruiz didn’t realize at first how ubiquitous the motorcycle sidecar was.
“When I began to be interested, I suddenly realized that I was seeing 50 to 100 a day!”
Renovating a house at the time, he saw that many sidecars were being used to transport building equipment.
Through an advert on the Internet, he bought a blue 1979 Ural a few months ago for 6,500 euros.
“It’s a year older than me and in worse shape,” he said. “Soon he had to strip the bike down and “start repairing everything.”
With few spare parts available in Cuba, “people have to bring them in from abroad,” which slows down repairs.
But he has no regrets. An experienced motorcyclist, he’s discovered a whole new side to his passion by riding the Russian machine.
“It’s very funny, it’s a big change from the bike because we cannot turn the same way, we can’t lean, so you have to relearn everything but it’s nice.”
“It’s especially nice with the family because you can put a child in the sidecar, my wife behind, and suitcases,” he said.
In future he hopes to take advantage of the interest in the old bikes to rent it out.
“I think it will be a bit of a change from all the convertibles here.”