shadow

the shadow business that moves VTCs in Spain

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Before the boom of Uber and Cabify, the acronym VTC They were an enigma. Now they have become almost a popular nickname. In Madrid, it is enough to see the sticker of the red flag with stars of the autonomous community on a car to think “it is a VTC”. The urban center is littered with this type of vehicles. But the VTCs, which respond to “transport vehicles with driver“, existed for decades. They were cars intended for luxury transportation, the typical car that was rented with a driver. These actors are still in the market and operate in the tourism sector or as transportation for companies, but they are a minority. Apps changed everything. Cabify, Uber and Bolt have taken VTCs out of their niche to bring them to a mass audience. Thanks to the immediacy they allow, these cars with drivers have become so close to the taxi figure that they now constitute direct competition. But unlike taxi drivers, who tend to be small self-employed, a large part of the VTCs are in the hands of large companies. And they do not correspond exactly to the apps. “There are three large groups, which are Moove Cars, Auro and Vecttor,” says José María Cazallas, Secretary of Organization of the Free Transport Union, which represents around 80% of the workers in the VTC sector and also has significant representation in the taxi sector. “These three groups come together more or less around the 60% of licenses VTC in Madrid.” They are different entities from the applications that the user knows, although Cabify and Uber have participation in these companies. VTCs vs taxis The rise of VTCs in Spain cannot be understood without taxis and the framework in which they traditionally operated. “The model of one license for each taxi driver was followed. It was a very interventionist model. I’m talking about the beginning of the 20th century until the end of the 90s, in which they tried to distribute the business,” explains Alejandro Román, professor in the Department of Law at the University of Seville and author of the book The legal regime for the transport of passengers on demand in tourist vehicles (Taxis and VTC). Román affirms that for a long time the granting of licenses was contaminated by the clientelism. In times where well-paid work was scarce and there were many arduous jobs, a taxi license was a safe option. “These people had a guaranteed job, with a guaranteed profitability, because they had no competition,” says the professor from the University of Seville. “The number of operators in the market was calculated so that all license holders could live reasonably well.” (Unsplash) In a limited market, which barely issued new licenses, these became a scarce commodity. Their buying and selling occurred at astronomical prices. But the panorama changed completely with the arrival of Cabify and Uber. License prices fellalthough later it has come back. Now, in a look on Wallapop you can see taxi licenses for sale for between 180,000 and 210,000 euros for Madrid. In Barcelona they have a similar price, slightly less than 200,000, although some advertisements exceed them. It depends on the schedule for which the license is scheduled or if the car is included. The history of VTC licenses is different: their price has not stopped growing and they have reached almost the same level. Again taking Wallapop as a quick barometer, you can see that a VTC license in Madrid is available for around 180,000 euros. In Barcelona, ​​where the sector faces regulatory uncertainty, the price is much lower, around 75,000 euros. But the most important change that Cabify, Uber and Bolt have brought is technological mediation. “In the VTC the model is different. What happens is that over time it has become increasingly closer to the taxi model,” says Román. The VTCs could not take clients on the street or at taxi stops, while the contracting of their services had to be done in advance. This is established by law to guarantee a market reserve for taxis, which in return are obliged to perform certain public functions, such as not rejecting clients or providing transportation support in situations of health emergencies. “With the arrival of applications, this required pre-contracting is diluted. The technology itself makes it immediate. Because you open the application, you pre-contract the VTC, but you can start using it five minutes later,” concludes Román. In practice, the two models provide the same type of transportation service, although they have different regulations. A sector of large companies The similarity of the service they provide, however, differs in their back room. The exploitation of VTCs is dominated by large companies with hundreds or thousands of licenses in their name. These companies are intertwined with some of the platforms. “Cabify is the owner of Vecttor. And Moove Cars and the Auro Group are owned by Uber,” says Cazallas, from the Free Transport Union. “While the number of licenses that each taxi driver can have is limited, in the case of VTCs there is no limitation on the number of licenses per owner. That is why a market of large companies that request many licenses has emerged,” emphasizes Román. And the number continues to increase. Cabify has deployed in Madrid 800 new licensespart of a package of 8,500 requested in 2018 taking advantage of a legal loophole. (Unsplash) The Estonian platform Bolt, the only one of the three that does not have its own fleet and claims to work with freelancers and small businesses, criticized the granting of these licenses as a form of market concentration. According to their calculations, the addition of 8,500 licenses to the Cabify/Vecttor fleet would put 70% of the active VTCs in the autonomous community under the control of a single company. One of the main figures behind Vecttor has been the Sevillian businessman Rosauro Varofounder of PepePhone. He built a VTC company that accumulated 2,000 licenses for later sell it to Cabifybecoming part of its shareholders. … Read more

Murcia has been paying the first “shadow toll” in Spain for 27 years. This year will end it

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It was 1997 when Murcia approved the Law 4/1997, of July 24, on Construction and Operation of Infrastructures of the Region of Murcia. It might seem like a regulation more related to the infrastructures of the autonomous community, but far from it. Two years later, taking advantage of this text, the Murcia Government gave approval to the construction of the Aunor Highway (the RM-15 highway), granting the concession to a company owned by Sacyr and OHL. In October 2001, the toll road was already in operation. But on this toll highway there are no barriers or personnel to collect the corresponding amount. But yes, the people of Murcia pay for it. It is what is known as a “shadow toll” road. And in 2026 it will end. Goodbye to the first “shadow toll” in Spain Just like explains Sacyr on its websitethis Murcian highway is considered the first shadow toll highway in Spain. A formula unprecedented until then in our country. Operation is simple. The concessionaire company builds and maintains the road for the stipulated period of time. During the years that it is active, the control means certify the number of vehicles that pass on the road but the driver does not stop to pay at any time. At the end of the period stipulated in the contract (in this case, each year), the Government to which the highway belongs pay a variable amountdepending on the number of cars that have circulated through it. That is to say, the cost of traveling on the road does not only affect the driver’s pocket, it is all citizens with their taxes who pay the concessionaire company the amount corresponding to the number of vehicles that circulate on it. In this case, the concession for the RM-15 was 25 years. Therefore, next September the concession period will end and the Government of Murcia will have the opportunity to extend or terminate it and, in that case, take charge of the maintenance and operation of the road itself or contracting the services to a third party. This last option will be the one that comes out ahead, they explain in the local media as The truth. The Government of the Region of Murcia has put out to tender a contract for the maintenance of this road, along with other conservation actions and operations on other roads in the Mula Sector. The amount is 20 million euros and 20 companies have participated in the competition. With the end of this shadow toll, an annual payment of between 10 and 13 million euros per year ends, according to the media. In total, it is estimated that once the contract is finalized, between 305 and 312 million euros will have been paid to the concessionaire company. In its day, the highway was seen as a relief for the residents of the Northwest and Río Mula regions. He explained The truth that the road allowed greater access to the towns in these areas but, above all, it was a much safer alternative than the previous national highway, which crossed municipalities and made it “the most dangerous road in the Region of Murcia.” Photo | Google Maps In Xataka | If the question is how to get rid of tolls, the European Union has a clear answer: being an electric truck

The 2026 Minotaur Prize takes a turn towards dark fantasy in Ancient Egypt with ‘The Shadow of the Black Lotus’

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This year the Prize celebrates a very special edition: twenty years since what has ended up becoming the most important award for fantasy literature in the Spanish language began to be awarded. This year the winner has been Africa Vázquez, who proposes with his novelto ‘The Shadow of the Black Lotus’ a dark fantasy story set in pharaonic Egypt that will go on sale next March 25. 216 manuscripts have competed for this edition of the award, mostly from Spain, in search of the 6,000 euro prize of which the award consists. The Minotaur is an award of international scope and this year proposals have come from countries throughout Latin America, especially Argentina and Mexico. Even so, the winner África Vázquez is from Zaragoza. She is not new to literary awards: her first novel already won, when she was only 17 years old, the Jordi Sierra i Fabra Prize. Since then he has published more than thirty books between Spain and Latin America, and has won various literary awards, including the Kelvin 505 at the Celsius 232 festival. In this work he has opted for travel to the remote past, with the story of a embalmer embarked on revenge which will take her to places as inhospitable as Waset, City of a Hundred Gates and capital of the Ta-Mri, with the intention of infiltrating the court of Pharaoh Nekht-en-sen. In ‘The Shadow of the Black Lotus’ you will discover that the secrets hidden in the heart of the Nile will not only shake the foundations of an empire. The earth rots, plagues come, and the secret behind it all seems to lie beyond the land of the living, in the depths of the Underworld. We are facing an epic and dark mythological fantasy story in a reinvented Egypt, where a priestess of the goddess Isis will plot revenge of ancient proportions. A dazzling journey The jury, made up of Sabino Cabeza (winner of the previous year), Laura Díaz (literary popularizer and writer), Fernando Bonete (university professor, author and prescriber), Judit Bertran (cultural journalist and editor of El Periódico) and Francesc Gascó (doctor in Paleontology and cultural popularizer) have praised Vázquez’s book. According to the jury, it offers a “millennial Egypt So carefully detailed you can even smell the embalmers’ ointment and the perfume of the lotuses of the Nile” Vázquez stated upon receiving the award that “in my novel I have poured all the passion I have felt for Ancient Egypt since my parents, at the age of thirteen, gave me the immense gift of taking me and my older sister to discover the wonders of the Nile. Later, when I had turned twenty-seven, I returned to sail through those ancient waters to receive another gift that would change my destiny.” The author assures that “perhaps that is why in ‘The Shadow of the Black Lotus’, a novel in which death and darkness are so present, there continues to be a light and a life that refuses to go out.” In Xataka | Conan has become an archetype and has survived for decades thanks to an unusual strategy: refusing to evolve

The entire planet looks intrigued at the cars factories of China and Morocco. Meanwhile, another power grows in the shadow: Türkiye

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The European Union has more than A year applying the “compensatory rights” to the Chinese electric vehicles. This rate really applies to all manufacturers they produce in China and then bring their cars to European soil. The goal? That companies manufacture in Europe. But if all eyes point to China, other countries make their way. Morocco is not the only one that is consolidating as the springboard Star to Europe: Türkiye is asking for a step. And it is not something that are taking advantage of Chinese brands: also European. Trampolines. The Chinese automotive industry has a simple objective: to conquer the world with its electric cars. Companies have experience, technology, ships to transport thousands of cars of a tacada and are leaders in the manufacture of the most important: The batteries. China has launched some strategies to meet that plan, such as expand its factories in Europe, associate with European companies and create Kits that are manufactured in ChinaThey are transported disassembled and remembered in the final car on European soil. But, they are also taking advantage of “empty” in those compensatory rights. The combustion car is its ‘Trojan horse’but also countries like Morocco and Türkiye. In both, the labor is cheaper than in Europe and most importantly: they have commercial treaties with the EU, which allows those ‘tariffs’ to skip. Touchstone. It is calculated that The investment in Morocco is about 10,000 million dollarsa figure that contemplates not only manufacturing, but also the exploitation of key minerals for battery production. Morocco has huge deposits and China does not want to miss another portion of a chain that dominates with iron fist. In the case of Türkiye, there are examples like Chery investing $ 1,000 million for a plant in Samsun that will have a production capacity of 200,000 electric and hybrid vehicles every year. SWM Motors too will open A plant in Eskisehir to create hybrids and gasoline, and Byd will have one of its biggest factories In the West in Manisa. Besides, Not only will they be dedicated to manufacturing: In the case of Byd we also talk about an R&D center. Not only China. But it’s not just that China looks at Türkiye: Europe does not lose sight of them either. Brands like Renault and some from Stellantis produce There models for both the local market and Europe (The new Clio, for example). Moreover, the European Union, through funds such as Horizon Europe, intended 1,000 million euros in the 2021-2027 framework for the development of the automotive sector in Türkiye, especially for electric mobility, the development of load infrastructure and initiatives such as the manufacturing and recycling of batteries. Win-Win. Obviously, the situation is beneficial for all parties. On the one hand, China wins a springboard to European soil and the possibility of introducing their cars at very attractive prices in a local market that is upwards. The estimate is that Türkiye is the Major Market Fourth of electric cars for sales in Europe during the first half of 2025, only behind Germany, the United Kingdom and France. This is something favored by the State thanks to reductions and a series of advantageous tax conditions and tax exemptions if an electric car is purchased. And Türkiye, with that money, promotes the transformation of the sector with new R&D centers and strategic agreements with Europe to further reinforce its position. Toggg. And eye, Türkiye, Following The example of Europe put an aggressive tariff on Chinese electric cars, but with a condition: if manufacturers began to invest in local production facilities, they would be exempt from that import tax. But in all this there is an asterisk: Chinese companies, with their high capitalization and strong technology, can offer advanced vehicles at very competitive prices that overwhelm local producers like Toggg. There are already those who points That this competition, instead of healthy, could suppress the growth of the local ecosystem, being a danger if, at some point, Chinese companies decide to leave the market. And the United States? Apart from this issue, it is evident that the country is playing its letters well as the “bridge” between the East and West is, also in terms of critical raw materials to create batteries –part of the rare earth that China controls-. And, if you are wondering what happens to American companies, the truth is that their giants are not investing directly in Türkiye, but they are doing it through the calls Joint Ventures. They do not want to make too much outside the United States (something that recent tariff Otosan to create cars on Turkish soil and sell them both in that market and in the Middle East. In the end, as they say, a scrambled river, fishermen’s gain. And everything indicates that Morocco and Türkiye are those fishermen. In Xataka | Family and friends keep asking me if “it is worth buying a Chinese car.” This is my answer

In Spain, a huge electric carload network has been created in the shadow: Mercadona’s

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The expansion of the electric car depends on several factors. Autonomy is fundamental, but so important is reduce friction when loading. That is why they are applying Wireless load solutionsbut it is also necessary a Expansion in the loading network. And there is someone who has positioned himself as the great network of free cargoers in Spain. Mercadona Short. Loading the car while making the purchase is a comfortable way to give an impulse of kilometers to the accountant. In that sense, Mercadona hill 2024 with almost 5,000 active recharge points if we add the more than 4,800 of Spain and the almost 140 of Portugal. It is curious, but this positions the supermarket as one of the most extensive networks in the country. The network. To reduce that friction, On this website We can see a list of the Mercadona that have recharge points with a breakdown of the most important data: Population and street. Load places. Power. Asterisk. Although the number of recharge stalls That they have deployed in a short time, there is an important detail to consider (not to mention those that park combustion cars in these places focused on plug -in electric/hybrids), it is the loading power. Currently, Mercadona offers two powers: 3.7 kW and 22 kW. They are clearly scarce powers. Load at 3.7 kW for free for 60 minutes. Load at 22 kW at € 0.25/kWh. What Mercadona proposes is a support for that day, with a free recharge of about 15 kilometers of autonomy, enough for daily urban activity, hugging the CA network while rejecting, for now, the fastest stations of CC. It is also important to take the cable in the trunk. And model. The good market is competition, and if other chains see that users perceive Mercadona chargers as an important value added to experience, they will begin to offer their own solutions. Carrefour, for example, too It has a map in which we can find loaders of a much more limited network, but with options of 50 kW and 150 kW. Savoramás has projects Undergoing to expand its network by EDP and Lidl has More than 215 stores with 654 recharge points in total with Compatible loaders With Chademo, CCS and AC type 2 and free recharge for half an hour, but without a detail of what type of speed is handled in each of those chargers. And the English Court more of the sameeven with some exclusive points for Tesla. As we say, in the end it is a way to reduce friction when betting on the electric car, but beyond supermarkets, we see that little by little the network is expanding in stores such as Decathloneither McDonald’swhere We have seen some Ferrari by throwing morro. In this case, with powers up to 150 kW. Images | SMNT, Carloss In Xataka | Installation of an electric car charger in neighboring communities: step by step, legislation and everything to know

The shadow of solar panels

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Shared soil use is one of the great controversies that continue to stir in the field: many farmers Do not see with good eyes that crops live together with solar panels. However, More and more studies are and projects They show that agrovoltaic can be a real optimization for the sector. In Álava, Iberdrola wants to try it with apple trees for cider. Short. Iberdrola, in collaboration with the City of Vitoria-Gasteiz, will build a new plant agrovoltaic in Álava. This project will be developed on land assigned by the City Council within the Municipal Program “Vitoria-Gasteiz: Laboratory City”. The agricultural exploitation will be in charge of Kuartángo Sidrería, a reference in agricultural research in the province, whose objective is to boost the local apple production for cider. For its part, the 901 KWen photovoltaic plates installation has been the only agrovoltaic project selected in the Basque Country within the first call for aid to innovative renewable energy and storage projects. Panels between apple trees? As indicated Iberdrolathe project responds to a double need: produce green energy and, at the same time, improve agricultural performance. In this way, panels generate shadow over apple trees, reduce irradiation and thermal stress, protect against adverse weather of climate change, improve soil quality and reduce water consumption. Technical innovations. The installation will have several innovations aimed at optimizing both energy production and crop. An artificial intelligence software, developed by the Basque company Powerful Tree, will adjust at all times the orientation of the plates to ensure the best performance of apple trees. The modules will be located on a porticated structure of 4.1 meters high, which will allow the growth of the trees and the transit of agricultural machinery. In addition, a high -strength steel cable system will be incorporated, designed to reduce maintenance costs. The panels will be 700 W bifacial, capable of capturing solar energy on both sides, and will be accompanied by three investors with a total power of 750 kWn. The set will be completed with a 240 KWN storage system, which will offer a two -hour autonomy. The Italian mirror. The Alava bet is not an isolated experiment. This new project remembers to the Volta winery in the pugliawhich installed 7,770 solar panels in its vineyards. The results were clear: the harvest The results were clear: the harvest was delayed between three and four weeks (improving the quality of the grape), the consumption of irrigation water was reduced by 20 % and a greater balance between acidity and alcoholic degree in the wine was reached, without the need for artificial corrections. In addition, the system reduced the water stress of plants and allowed cultivating unusual varieties in the region. Not only is it agrovoltaic. The formula also works with cattle. In Nueva Wales del Sur (Australia), A study demonstrated That sheepsay of sheep under solar panels improved the quality of wool. The explanation that underlies this situation is because the shadow of the modules allowed animals to have more varied and fresh grass access, while reducing maintenance costs by acting as a “natural corteped.” Many examples, a conclusion. From the puglia to Australia and, now, in Álava, agrovoltaic is much more than an energy technology: it is a model of coexistence between the primary sector and the green transition. And it is not about choosing, as is happening in some cases by The profitability of the land. Between that black and white a third way arises: agrovoltaic. In short, the future of the field does not go on to choose between sun or earth, but to combine them. In the agrarian Spain of 2025 a hectare is no longer measured only in kilos of cereal or liters of oil, but also in kilowatts. And in Álava, apple trees that will soon grow under solar panels could become a symbol of that new balance. Image | Iberdrola and Unspash Xataka | Some English researchers have discovered which is the best cultivation for agrovoltaic facilities: tomato

His new life in the shadow after Telefónica

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José María Álvarez-Pallete He joins the Glow Services Advisory Councilan American technology specialized in operators software. This is your first business position since left the presidency of Telefónica in January After 26 years in the Teleco. Why is it important. The signing reinforces Glow’s international strategy, which seeks to expand its presence among the great global operators taking advantage of the experience and contacts of the former Spanish director, who also presided over the world -world mobile employer GSMA until the beginning of 2025. Álvarez-Pallete left Telefónica in January, forced by the Spanish Government, TELECO SHAREHOLDER Through the SEPI with 10% of the capital. It was replaced by Marc Murtrawho until then presided Indra. Between bambalins. Glow’s executive president, Andrew Cole, It has described To Álvarez-Pallete as “a worldwide legend of the telecommunications sector” and stressed that its “intellect and deep knowledge of the market” will be key to boosting the growth of the company. Glow Services, based in Delaware, which It is not a fiscal paradise but almostit is defined as “the first provider of telecommunications in the cloud” and offers white brand platforms for global telecos, financing and exchange services of devices, applications in the telecos cloud, etc. In good company. Álvarez-Pallete joins An Advisory Council formed by former director of … AT&T Verizon British Telecom TV 2 Deutsche Telekom Virgin Media KPN And now what. The Madrid manager also maintains other institutional positions as a member of the Board of Trustees of the La Caixa Foundation, Advisory Counselor of Seat and president of the Employment Committee of the European Round Table of the Industry (ERT). Outstanding image | Telefónica In Xataka | 100 years after his birth, Telefónica faces the greatest existential dilemma in its history: what wants to be older

The shadow name behind the US tariffs that have collapsed the markets is rum. The problem is that it does not exist

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Peter Navarro He has been the main commerce and manufacturing advisor with Trump twice, once in each mandate. His role in 2025: main architect of the Tariff policies implemented, advocating those significant rates about imports in virtually all countries, now and for a few hours, mainly to China. Behind the economy expert was a figure in the shadow, a name that had repeated in his books to justify the planetary impact of tariffs: Ron Vara. The only problem is that Vara … does not exist. Invent. History, as we will see, actually It is not newor not at all, but it has been the gossip of US media Thanks to Rachel Maddowwho explained in his television program that Vara is not only a non -existent figure, but his name is a “Navarro” anagram, a deliberate alteration that allows us to understand this creation as a kind of Ideological reflection of its author. According to Maddow, Navarro It was not limited To mention it once: he quoted it “again and again” as a reliable source in economic matters, and even attributed a memorandum that circulated in Washington after Trump’s victory, where Ron Vara affirmed that the then president could “ride the tariffs until victory.” The creation of a fictitious voice. The story goes back to 2019. Until then, Navarro, an economist with a doctorate at Harvard and a key figure of the most radically protectionist wing of the Trump government, had been a reference for years in the Anti-China Economic Speech In the United States. Author of multiple books, articles and documentaries, their influence grew in the heat of a rhetoric that presented Beijing as a systemic threat, both for the US economy and for its national security. However, in A revelation That caused perplexity in both the academic and politician world, it was discovered that Navarro had invented the character of Ron Vara, presented for almost two decades as his legitimate and reliable source of economic wisdom. Ron Vara was not a real person, but an anagram of the surname “Navarro” that the author used as a literary alter ego in at least five of his thirteen books. That invention, which was presented to the public without any clarification, was Discovered by Tessa Morris-SuzukiEmerita Professor of the National University of Australia, who, when investigating Navarro’s claims about China, noticed the recurrence of this alleged expert, of which there was no verifiable record. Navarrese Evolution of the fictional character. I counted then The Times that Ron Vara first appeared in 2001, in the book If it’s raining in Brazil, Buy Starbuckswhere he describes him as a veteran of the Gulf War with Economics Formation by Harvard, exactly as Navarro himself. Since then, the character was summoned as a source in later books, always with sharp, ironic or scathing phrases, which seemed to provide color and popular authority to the author’s argument. Over time, even ideas that Navarro had signed as their own were attributed retroactively to rod in later books, Like the warning “Don’t Play Checkers in A Chess World”, which appears under the voice of the character in The Well-Timed Strategy (2006) and Always to Winner (2009). As Navarro focused his attention on The conflict with ChinaVara also acquired an increasingly nationalist and alarmist tone, participating rhetorically in attacks against the Chinese productive and consumption system, and serving as a narrative bridge between academic discourse and a pseudocomic voice of common sense loaded with slogans. Vara as spokesman for truth. As Navarro’s writings became more ideological, Vara became a resource to reinforce ideas that bordered the conspiracy. In The Coming China Warsfor example, counted the times that cited him in a chapter dedicated to the alleged toxicity of the Chinese food chain, With phrases like “You’ve Got To Be Nuts To Eat Chinese Food.” In Death by Chinathe book and documentary that consolidated the image of Navarro as the great ideologist of the “Chinese danger” within the Trump administration, Vara appears with sentences that seem to synthesize the general thesis, as (Times appointment): “The manufacturing dragon is voracious.the colonial dragon is rementless. The American Eagle is Asleep at The Wheel.” Apparently, this stylization of the character not only sought to simplify complex messages, but also provide them with a varnish of popular authenticity. Instead of invoking studies or external sources, Navarro created its own voice that functioned as a catalyst for its arguments, disguising a personal opinion as an alien and validated observation. The reactions. When the truth was uncovered a few years ago, that Ron Vara was simply an invention, he not only caused reactions in the academic world, where the legitimacy of an author who hid fiction under the clothing of the dissemination would be, but also Among the colleagues themselves from Navarro. Glenn Hubbard, former presidential advisor and co -author of Seeds of Destructionhe declared that he totally ignored the fictitious nature of the character. Michael Pillsbury, expert in Chinese politics of the Hudson Institute and personal friend of Navarro, also SHe showed surprised: “I always knew that Peter was creative and imaginative, but I underestimated it seriously.” For its part, the University of California in Irvine, where Navarro worked as a professor before assuming his role in the White House, He demarcated of the matter indicating that the author no longer represents the institution, and declined to comment. Navarro’s response. Faced with the discovery, Navarro showed no regret or offered justifications. In statements To The Chronicle of Higher Educationcompared Ron Vara with Alfred Hitchcock’s cameos in his films, qualifying him as A “private joke” Finally discovered. Even in a later message Sent to New York Timeshe invoke his alter ego again: “As Ron Vara would say, ‘Relax and have fun reading the books.” Between fiction and reality. This carefree reaction contrasted with the seriousness of the act in the context in which it occurred: books presented as serious, often academic works, and with strong impact on the formulation of public policies. The line between the … Read more

Gwynne Shotwell, the chief of Spacex in the shadow of Elon Musk

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Gwynne Shotwell has appeared for the first time on the list of Forbes billionaires, with a fortune that the magazine estimates at 1.2 billion dollars. Billionaire The Spacex President It only has a 0.3% participation in the Aerospace Company of Elon Musk, but the company’s last investment round, which does not quote on the stock market, fired its valuation to 350,000 million dollarswhich has given a good push to Shotwell’s heritage. According to Forbes, Gwynne Shotwell’s fortune, 61, It is now 1.2 billion dollarshis first “billion” on the American short scale. As the data is not public, the figure is based on the compensation on actions received by the first Spacex employees. Faith jump. Shotwell joined Spacex in 2002 as employee number 11, changing a safe job in Microcosm for a company that had everything to demonstrate, at a time when Boeing and Lockheed Martin had no competition and Shotwell was divorcing with two young children. Mechanical training engineer, he told Musk “I’m a complete idiot” when he asked why he wanted to change a company established to Spacex. His first big challenge in the company was to sell to customers the Falcon 1 rocket and obtain permits for its launch. When the first three attempts failed, Shotwell had the difficult task of maintaining investors. Path. In 2007, Shotwell managed to convince Iridium, another consolidated company, to sign a contract with Spacex, despite the fact that at that time their rockets had not yet been successful. After three failures, Falcon 1 first reached orbit in 2008, which promoted a decisive contract with NASA to develop the Dragon ship, which would begin to transport load to the International Space Station. That same year, Musk amounted to Shotwell to President and Operations Director. Since then, Gwynne Shotwell has achieved key contracts with NASA, Pentagon and many commercial companies. Orchestra Director. In addition to the boss in Musk’s shadow, Shotwell is the only executive who has been working with the complicated entrepreneur for more than two decades. Musk is the visionary, but Shotwell contributes almost everything: stability, operational efficiency and diplomatic management. Shotwell has managed to accelerate the Rhythm of Development of Spacex, keeping in balance the many elements of a company that designs and manufactures its own rockets and satellites, and operates its own releases. There are no two spacex. In 2024, Spacex completed 134 orbital launches, almost triple that its closest competitor: the state company China Casc with 48 launches. Thanks to Starlink, Spacex puts in orbit 83% of all world’s satellitesself -confinction with its satellite Internet service the development of Starship, which will allow you to launch Starlink at an even greater pace. The constellation Starlink grew up to 7,000 satellitesreaching 5 million users (90% more than in 2023). Morgan Stanley estimates that Starlink generated 900 million dollars of operational benefit on revenues of 9.3 billion last year. Pragmatic and effective, Shotwell has been key in all these operations, an effort that now sees rewarded with his first “Billón”. Images | NASA, Spacex In Xataka | Who is Gwynne Shotwell, the shadow engineer who has taken Spacex and Elon Musk to space

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