The bizarre case of the Drizzle, the yacht that is attributed to Amancio Ortega but in which no one has ever seen him on board

Follow the trail of the yachts and private jets of millionaires It is not simple because as a general rule they appear listed under the ownership of companies that are lost in the business network of their holdings. When that millionaire is someone so jealous of his private life like Amancio Ortegathe challenge is even greater. One of the simplest ways to establish a relationship between a millionaire and his yacht is to “hunt” him on board while enjoying his vacation or, by coincidence in time. For example, if the superyacht launchpad appears suddenly in Mallorcaand coincides with the fact that Mark Zuckerberg is seen in luxury establishments or restaurants on the island, it is one more indication to relate the yacht to its owner. The founder of Zara has always cultivated an extremely discreet profile and that has ended up causing a peculiar situation: there is a superyacht valued at about 300 million dollars that much of the sector specialist attributes to Amancio Ortega, although No one has been able to document that he was even on board.. The key to everything revolves around a name: Drizzle. The first Drizzle was linked to Amancio Ortega The story starts in 2012when the Dutch shipyard Feadship handed over to Amancio Ortega the superyacht Drizzlea 67.27 meter long boat with capacity for 14 people in five cabins and built for a client who, as the shipyard itself explained on the yacht’s page, had already owned another Feadship previously. Indeed, the Dutch manufacturer was in charge of building he Value Bthe yacht that both Amancio Ortega and his family have been using for more than fifteen years as family summer yacht. Furthermore, the millionaire has been seen on many occasions aboard the Drizzle of 2012, so its ownership or the millionaire’s connection with this yacht is beyond any doubt. He Drizzle It became one of the most recognizable boats in the private fleet of the founder of Inditex and for more than a decade it coexisted with the Valoria B, which became the most used by his daughter Marta Ortegacurrent non-executive president of Inditex. The Drizzle by Amancio Ortega The sale of the yacht and rumors about a replacement The situation began to change in 2023, when the millionaire put up for sale his Drizzle for an estimated price of 76 million. The operation coincided with rumors that Amancio Ortega had ordered a new yacht at the Feadship shipyards, a project known internally as Project 1012 and was valued at more than 300 million. Peccadillo for someone with an estimated fortune at about 139.2 billion dollars. The project remained surrounded by secrecy during much of its construction, something common in the superyacht market, where the identity of the owners is usually kept hidden by very restrictive confidentiality contracts. Project 1012 at the Feadship shipyards The problem came when it was officially presented Project 1012 and the shipyard confirmed the final name of the vessel: Drizzle. Suddenly, there were two different yachts with exactly the same name. In this case, it was a gigantic 91.8 meter long superyacht that became the first boat from the Dutch builder to obtain Hybrid Electric Class certification. On one hand there was the Drizzle 67-meter original associated for years with Ortega and, on the other hand, a new Drizzle of 2024 of almost 92 meters, built more than a decade later and handed over to an owner whose identity was never officially announced by Feadship. The coincidence in name caused numerous observers to automatically assume that the new ship It was the replacement of the previous one and which, therefore, also belonged to the founder of Zara. Current Drizzle, 92 meters long and worth 300 million dollars There is a detail that doesn’t quite fit The problem is that the known public evidence does not clearly support this theory and, in reality, Nothing indicates that Amancio Ortega is the owner of that yacht. Unlike what happened with other vessels linked to the Galician businessman, there are no known photographs of Amancio Ortega using the new Drizzle delivered in 2024. Nor have regular stops of the superyacht been documented in tourist destinations that have historically been linked to the family vacation of the founder of Inditexwhich is characterized by having a great attachment to following habitual habits and routines, as demonstrated by its annual presence in the Galician estuaries as soon as summer begins. Meanwhile, the businessman’s most recent public appearances continue to be linked to the Value B. This summer, for example, Ortega has been seen beginning his holidays in the Aldán estuary aboard that vessel. The navigation logs place the new Drizzle operating mainly in the Mediterranean under the Maltese flag, and quite a few movements between different Mediterranean ports which indicates that the yacht is, indeed, being used. Moving a superyacht of these dimensions it is even more expensive to keep it in portso if it were not used, changing ports would be a waste. In addition, the portals specialized in yacht charter (rental) indicate that he Drizzle (the one from 2024) is not on the rental market, so these movements and Port changes have no commercial justification. In fact, while Amancio Ortega was enjoying his first summer days in the Aldán estuary aboard the Valoria B, the supposed new yacht that many attribute to him was preparing to arrive at the port of Monaco in what seems like an approach to take positions in busy Port Hercule ahead of the Monaco Grand Prix. The lack of photographs of the millionaire on board his new yacht, the absence of official confirmations of his ownership and movements that do not coincide with the known habits of the businessman have ended up turning the new Drizzle in one of the most curious mysteries in the world of superyachts, in which Amancio Ortega continues to be the X of the equation to be solved. In Xataka | Amancio Ortega reaches an agreement for a million-dollar debt with a … Read more

the bizarre history of Toyota and its hydrogen trucks

Toyota relies on hydrogen as a mobility solution. It is not news in itself. However, the agreement reached in the United States is. And the Japanese have partnered with Hyroad Energya mobility solutions company from the United States that will rent 40 trucks to the Japanese company for use in its support activities. That is to say, It is not Toyota that develops trucks. On the contrary, it is Toyota that pays to have these heavy vehicles available. And this North American company will be in charge of supplying the trucks, maintenance and software. Toyota, for its part, will have its own hydrogen charging network. The move is interesting for the company that has to demonstrate that hydrogen is a still alive formula. But it also needs to make profitable an infrastructure that has been dead in the United States practically since its birth. Everything to hydrogen! Toyota’s relationship with hydrogen seems like that of unrequited love. The Japanese have been ensuring for some time that hydrogen is as valid a solution (or even better) than the electric car. Along the way they have developed the Toyota Miraithe first car powered by a fuel cell. In this type of car, a battery inside the car carries out the hydrogen electrolysis process. With this process, electricity is obtained, which is stored in a battery and used by electric motors. The great advantage of the system is that the time spent on “recharge” the car It is the same as filling a gas tank. Furthermore, the car only expels water vapor through its exhaust pipe. Although some polluting substances can also be found in this water vapor, their presence is so low that it is not considered really harmful. The problem is that the use of hydrogen in light transport It is expensive and inefficient. Producing, transporting and storing hydrogen is very expensive given its volatility. For the Toyota Mirai to be able to use this hydrogen, it must have large tanks where it can be kept at a pressure of 600 bars. This leaves the car with almost no storage space because it takes a lot of space to carry a relatively small amount of “fuel.” The other solution they have found is designed for use on the track or with high-performance vehicles, as an alternative to maintain the sensations of a combustion engine but without emitting smoke from the exhaust pipe. This solution goes through burn hydrogen in liquid form but the high cost of storage and the system used continues to be a real problem. A final solution involves heavy transport. Some anticipate that this last option is the most logical since a truck has a lot of space to incorporate huge hydrogen tanks without sacrificing cargo space. Furthermore, if recharging is only carried out in the large industrial centers of the cities, the cost of transportation would be lower because it would not be necessary to distribute it to many small points in the geography of a country. With the aim of demonstrating that the use of hydrogen is reasonable and interesting for heavy transport, the company has reached an agreement with the aforementioned Hyroad Energy. This company is in charge of supplying 40 trucks to the company for its daily tasks. These heavy transport vehicles have a capacity 12 times greater than that of a Toyota Mirai, with a range of more than 800 kilometers. According to the company, refueling this truck only takes between 15 and 20 minutes. Curiously, these trucks with Nikola vehicles, a promising start-up that was betting on electric vehicles for heavy transportation. However, the company went bankrupt last year and was forced to sell its assets. It was at that time when Hyroad Energy acquired a fleet of more than 100 trucks, so those used by Toyota will be electric vehicles converted for use with hydrogen. It is an operation similar to that Stellantis was carrying out in Germany until terminated the project. The story is, if possible, even more bizarre. And it is that Toyota is immersed in a legal dispute with the American owners of some Toyota Mirai who They sued the company for false advertising. They maintain that when they obtained these vehicles, Toyota promised a deployment of its infrastructure that has never occurred. Without that support network, their cars can barely be used. Therefore, even if Toyota uses third-party vehicles, its bet makes some sense. If the company continues to invest in hydrogen, it needs to demonstrate that it is a viable alternative and wants to take advantage of its charging points in the United States to add value to an infrastructure that has been identified as insufficient. The movement also comes when more and more companies are beginning to think about purely electric heavy transport as the ideal solution for the future. Photo | Hyroad Energy In Xataka | Hyundai and Kia want to save combustion by burning hydrogen. And they have a very promising engine in their hands.

a bizarre vote in Congress leaves the closure intact

What started as a political maneuver by the Popular Party to open the door to prolonging the life of Spanish nuclear power plants ended up becoming one of the tightest and most surprising votes of the legislature. The amendment that sought to suppress the closing dates of Almaraz, Ascó and Cofrentes was rejected by a single vote, a minimal difference that was only possible thanks to the – unexpected – abstention of Junts. The result was 171 votes in favor – PP, Vox and UPN -, 171 against and seven abstentions from Junts, who shot down the proposal. The Government breathed a sigh of relief, although the underlying debate—what to do with nuclear energy at the height of electricity demand—remains more open than ever. Congress stops the PP nuclear amendment. The amendment introduced by the PP in the Sustainable Mobility Law It intended to eliminate from the ministerial orders the dates for the definitive cessation of operation of the Almaraz, Ascó and Cofrentes plants. With this, the popular parties sought to open the door to possible extensions, especially at a time when the owners of Almaraz They have already formally requested extend its useful life until 2030. According to El PaísJunts left the vote in suspense until the last moment, leaving it unclear whether they would vote with the PP and Vox or support the Government. His abstention finally tipped the balance. The movement was even surprising due to the political context: it came just 24 hours after a tough confrontation between Míriam Nogueras and Pedro Sánchez, in which the Junts spokesperson accused the president of being “cynical and hypocritical.” However, in the vote the strategy was different because Catalonia consumes more electricity from nuclear origin than any other community. What does this rejection really mean? Although politically the vote had a huge impact, technically things remain more or less the same. The amendment would not have automatically extended the life of the plants, but it would have modified ministerial orders without requiring the report of the Nuclear Safety Council (CSN), a mandatory requirement by law. Besides, They remembered a precedent: In 2012, the PP itself demanded this report when it reopened the discussion on the Garoña plant. The tension was amplified because the debate had no direct relationship with the Mobility Law, a regulation linked to the receipt of 10,000 million euros of European funds, as various media emphasize. The PP amendment thus introduced an energy element in a text on sustainable mobility, which increased unrest among the Government’s partners. So, is the nuclear shutdown schedule still valid? Yes. With the fall of the amendment, the calendar agreed in 2019 between the Government, Enresa and the electricity companies remains intact. The calendar, as we have already explainedit looks like this: Almaraz I: closure in 2027 Almaraz II: 2028 Chests: 2030 Ascó I and II: between 2030 and 2032 Vandellós II and Trillo: until 2035 However, the fact that the calendar is still standing does not mean that an extension is ruled out. Contrary to what it may seem, the rejection of the amendment does not prevent companies from requesting an extension nor does it block the Government from authorizing it. As the Executive himself recalled —as cited by El País—: “The right to request an extension is not created by a ministerial order, but by current regulations.” In fact, as mentioned above, Iberdrola, Endesa and Naturgy have already formally requested that Almaraz remains operational until 2030. Administrative clash. The real problem is technical and bureaucratic. According to The Independentthe bureaucratic procedure has been crossed unexpectedly: the CSN can take up to a year to issue its report, but the regulations force the plant to request closure in March 2026, if the calendar is not reviewed before. That means Almaraz could be asking to close while the CSN evaluates whether it can continue operating. A scenario that no one thought of in 2019 and that adds more uncertainty to the nuclear transition. Everything that nuclear encompasses. Added to this is the Government’s position. The Minister for the Ecological Transition, Sara Aagesen, has reiterated on several occasions the three red lines of the Executive, that the expansion does not entail costs for citizens, guarantee of nuclear safety and security of supply. However, these three conditions clash precisely with the diagnosis that they make the electric ones: operating the plants beyond 2027 with the current tax burden is economically unviable if the market does not exceed €65-70/MWh. The expected prices are around 55, so Iberdrola and Endesa insist that keeping the nuclear park open requires alleviating taxes that, according to the Ministry, would end up having an impact on consumers’ bills. The economic debate does not end there. Enresa’s fund for the dismantling of the plants only covers 43% of the real cost. According to figures that we have had access to in Xatakathere is a hole of 11.6 billion euros not yet financed, a fact that overrides any discussion about deadlines and extensions Can Spain do without nuclear power? The underlying issue is no longer political, but technical. Spain wants to build a 100% renewable system, but it has yet to be demonstrated that the network can sustain that model without the stability that nuclear energy provides. The new digital systems that must replace inertia of the reactors are still in the testing phase, and the CNMC has detected inconsistencies in the frequency and voltage control procedures. In parallel, regions with strong industrial and digital growth—such as Aragon, which is experiencing a data center boom—warn that the network is practically at the limit. Simply put: companies ask for time; The territories ask for certainties; The Government asks for guarantees. An official closure, but an open debate. Congress has closed the door to the PP’s fast track, but it has not closed the nuclear debate. On paper, the calendar remains intact; In practice, the transition coexists with technical tensions, industrial interests and territories that fear what will come next. The question … Read more

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