Meet The Iranian-Born Billionaire Helping NASA Get Back To The Moon

Kam Ghaffarian isn’t a household name. But unlike Elon Musk and Jeff Bezos who made fortunes elsewhere first, Ghaffarian actually got rich by shooting for the stars. His long-term plan? The first for-profit space station, opening by 2031.

By Giacomo Tognini, Forbes Staff


Less than 24 hours before jetting off to the Middle East and South Korea to meet investors, Kamal Ghaffarian has found a couple of hours in his schedule. Taking off his jacket, he settles into a chair in his office, a nondescript, four-story building in suburban Maryland. He asks: “Did you hear people call me ‘crazy Kam’?”



It’s a fair question. The list of companies Ghaffarian has founded reads like the pages of a science fiction novel: Axiom Space is building the world’s first commercial space station in partnership with NASA and also designed the next generation of astronaut spacesuits. (“The next time you see astronauts walking on the surface of the moon, they will be wearing Axiom Space spacesuits,” he adds.) Intuitive Machines builds lunar landers and will send one to the moon’s south pole in January (weather permitting), one of several launches it is planning that will open the moon up to commercial missions. Quantum Space is creating a space “superhighway” that will help spacecraft refuel and travel in the region between the Earth and the moon. And back down on this planet, X-Energy is making small, advanced (and meltdown-proof) nuclear reactors that can power everything from a remote military base to Dow’s 4,700-acre chemicals plant on the Texas Gulf Coast.

Crazy, indeed. But all the businesses have a common goal, according to Ghaffarian. “We need to be a multi-planetary species and also be able to go to other stars. But until then, we only have one home, right?” he says, adding, with a chuckle: “If you sort of summarize everything, [we need to] take care of our existing home and find a new home.”

The space industry is dominated by larger-than-life moguls who have poured money into rockets, rovers and rides into orbit. But, unlike Elon Musk, Jeff Bezos and Richard Branson, Ghaffarian, 65, is a rare example of someone who is a billionaire largely because of his space pursuits, rather than one who got into it after making his fortune. The key to that success? Culture, culture, culture, he says. But in a $546 billion business that’s still driven by the U.S. government, according to the nonprofit Space Foundation, it’s actually contracts, contracts, contracts.

“No one is better than Kam Ghaffarian at winning, on a competitive basis, dollars from the U.S. government,” adds J. Clay Sell, the CEO of X-Energy and a former deputy secretary of the U.S. Department of Energy.

Uncle Sam isn’t the only game in town, of course. Ghaffarian already has a laundry list of commercial clients, including the Cedars-Sinai health system (for stem cell research in microgravity), champagne producer G.H. Mumm (bubbly designed to be tasted in space) and Japanese conglomerate Mitsui, which also has a partnership with Axiom Space. Then there’s foreign governments, such as Canada and Saudi Arabia, plus individuals who will pay to access space: the firm already completed two successful, all-private crewed missions to the International Space Station (ISS) with Musk’s SpaceX in April 2022 and last May, with the first featuring three commercial astronauts and the second hosting two Saudi astronauts. As of August, the company claimed to have secured more than $2.2 billion in customer contracts.

That track record has helped him win over investors. In August, Axiom Space raised an additional $350 million in a funding round led by Saudi Arabia’s Aljazira Capital and South Korean pharma outfit Boryung; the firm is valued at $2.1 billion, according to filings from another backer, ARK Invest. That same month, Intuitive Machines—which listed on Nasdaq through a blank check firm in February—closed on a $20 million private investment, shoring up its finances after a rocky debut as a public company. X-Energy, which counts Dow and private equity outfit Ares Management as investors, was valued at roughly $1.1 billion in September. The newest, and smallest, part of his fortune is Quantum Space, which raised $15 million in December. Altogether, Forbes estimates Ghaffarian is worth $2.2 billion, thanks mostly to his stakes in his space and nuclear startups. Not bad for an Iranian immigrant who landed in Washington, D.C. in 1976 with a $2,000 loan from his uncle to attend college.

“People think of Bezos, Musk, Branson and rightly so,” explains Chris Stott, the founder and CEO of Lonestar Data Holdings, which is partnering with Intuitive Machines to store data on the lunar surface. “They should also tack Kam Ghaffarian onto that list because he’s doing as much, and he’s been quite smart because he’s leveraging everything Jeff and Elon are doing.”

Ghaffarian may be an asteroid in a big galaxy compared to the likes of Musk and Bezos, who are deploying billions of dollars. But he sees those magnates not as competition so much as partners: “I have a great deal of respect for Elon and [SpaceX president] Gwynne Shotwell, they’re awesome friends. Jeff Bezos, the same,” he says.

Like these other better-known space entrepreneurs, Ghaffarian has much bolder plans. The immediate goal of building the first ever commercial space station and the lunar landers is to lower the costs of entry into space, much in the same way that SpaceX’s reusable rockets made it cheaper, easier and faster to launch missions. Think of a Tom Cruise flick shot on an actual space station or drug development in zero gravity—both of which Ghaffarian’s companies are helping turn into reality.

No one is better than Kam Ghaffarian at winning, on a competitive basis, dollars from the U.S. government.

But that’s just the start. Longer term, he says: “Our ultimate destiny is for the human race to become interstellar.”

The first step is low Earth orbit, meaning the space station. Then the moon, with landers and a human outpost. And then? “Technologies that can go beyond our solar system.”


Ghaffarian’s out-of-this-world dreams date back to his childhood in the ancient city of Isfahan, Iran, where he loved to gaze at the stars. On the night of July 20, 1969, the then-11-year-old huddled around the black-and-white TV in his neighbor’s home and watched as Neil Armstrong and Buzz Aldrin became the first human beings to walk on the moon. “It was really a transformational moment,” he recalls. “That really triggered for me that this is what I wanted to do.”

The last American mission to the moon was in 1972. Four years later, Ghaffarian flew to Washington D.C. to study at the Catholic University of America with a $2,000 loan from his uncle. At night, he would park cars in downtown D.C. to repay that debt while finishing a double degree in computer science and engineering. Ghaffarian graduated in 1980—one year after the Iranian revolution—and never looked back.

His first job out of college was at Virginia-based IT firm Compucare, all while continuing his studies with a degree in electronics engineering and a master’s in information management. Ghaffarian’s first foray in the space industry came in 1983 when he got a gig at aerospace giant Lockheed, later moving onto Ford Aerospace, where he continued to work on contracts for NASA and the federal government. Then, in 1994, he struck out on his own with Harold Stinger, whom he’d met at Lockheed. The pair founded a company called Stinger Ghaffarian Technologies with the help of a federal program that helps minority-owned businesses. Their first office was in Ghaffarian’s basement.

“We decided to open our own company doing the same thing, basically the government contracting business,” he says. “I mortgaged a house and got $250,000 that I put together, and that’s how we got started.”

By 2006, SGT had become the 20th largest contractor for NASA with $100 million in contracts to provide engineering services and mission support. Three years later, he bought out Stinger’s stake. “He has a skill set for government contracting,” says Chris Quilty, the founder and co-CEO of space market research firm Quilty Space. “And since this is intrinsically a government market, that is a very important skill set to have.”

Another skill: his ability to coax NASA veterans to join him in the private sector. Ghaffarian’s companies are stacked with at least 18 ex-NASA rockstars, bringing a wealth of government experience but also convincing investors that they can succeed in an increasingly crowded market. In 2013, he teamed up with Stephen Altemus—the former deputy director of NASA’s Johnson Space Center in Houston, which led the Apollo landings on the moon—to launch Intuitive Machines. Three years later, he convinced Michael Suffredini, who managed NASA’s International Space Station program for a decade, to join him in founding Axiom Space.

“I called him and said, ‘Kam, the only thing I know how to do is build and operate a space station,’” Suffredini says of a phone call he had with Ghaffarian soon after leaving NASA. “He said, ‘okay, let me think about that.’ He called back the next day and said, ‘let’s go build a space station.’”

“It’s the most important component and it clearly is a competitive advantage,” says Kurt Scherer, managing partner at Washington, D.C.-based investment firm C5 Capital, which invested in both Axiom Space and his nuclear reactor firm X-Energy, which Ghaffarian founded in 2009.

Ghaffarian’s track record of winning contracts from NASA—he claims that SGT had a win ratio of 80%, compared to an industry average below 50%—helped Axiom Space and Intuitive Machines clinch major bids, from the spacesuits to the commercial lunar program. “This ability to bid on contracts and succeed is our secret sauce,” he adds. Even X-Energy is active in space: Last year, a joint venture with his Intuitive Machines won a $5 million contract from NASA and the Department of Energy to design a portable nuclear reactor for the lunar surface.

All of these projects require investment. That’s why Ghaffarian sold SGT in 2018 to publicly traded KBR for $355 million, giving him the cash to push his other ventures forward. “There are times that I think maybe I shouldn’t have sold, because SGT was an incredible cash flow business. But these are technology companies,” he says, pointing to Axiom Space, Intuitive Machines and X-Energy. “You’ve got to pour a lot of money into them.”

Seed funding only goes so far in space, and Ghaffarian managed to sway deep-pocketed investors to commit the funds needed to get those businesses off the ground. “Kam is one of the very few people who has the ability to see a big, bold, ambitious future and is able to get a lot of people to believe in that vision,” says Dakin Sloss, the founder and general partner of Jackson, Wyoming-based VC firm Prime Movers Lab, which has invested in both Axiom Space and Quantum Space.

Public markets haven’t been as kind as private backers. X-Energy terminated its SPAC merger with Ares Acquisition Corp. in October, a month after revising its valuation downwards by 42%. Intuitive Machines’ stock has fallen 70% since its stock market debut, as investors priced in delays to the firm’s first lunar launch. Initially scheduled for November—which would have made Ghaffarian the first to bring America back to the moon since 1972—it was pushed back to January due to “pad congestion” at Cape Canaveral. (Another U.S. company, Astrobotic, has its own lander that’s expected to launch on Christmas Eve, potentially beating Ghaffarian to the punch.)

And the competition is fierce across the board: In the nuclear industry, Bill Gates’ TerraPower, which is making a pilot reactor larger than X-Energy’s, also won a Department of Energy contract at the same time as Ghaffarian’s firm in 2020. In the realm of space stations, Axiom Space will also have to contend with Bezos’ Blue Origin and Sierra Space—founded by billionaire couple Eren and Fatih Ozmen—plus industry titans Lockheed Martin and Northrop Grumman, which are partnering with Denver-based Voyager Space, and other startups including crypto billionaire Jed McCaleb’s Vast. And besides Astrobotic and Blue Origin, Japanese startup iSpace is planning a second mission to the moon in 2024 after its first lander crashed into the lunar surface last April due to a software glitch.

Ghaffarian isn’t worried, envisioning a future where there’s more than enough business to go around for multiple small nuclear reactors, space stations and firms ferrying payloads to the moon. “Competition is healthy. It makes you more creative and innovative,” he says. His investors agree: “We want to encourage competitors because this is going to be a growing market,” adds C5 Capital’s Scherer.

The most ambitious Ghaffarian project is the Limitless Space Institute, a nonprofit that he says he came up with when he was at home meditating and thinking about the universe. (“What drives me is my spirituality and trusting God,” he says.) Based in Houston, the institute—also led by NASA veterans—partners with schools and universities and funds research into technologies that could one day enable interstellar travel, ranging from fusion-powered spacecraft (theoretically possible, but far from being a reality) to “space drives, wormholes and space warps” (still entirely conceptual).

Ghaffarian likely won’t be around if any of those happen. But he does envision a near-term future where humans live full-time on a space station and the moon. The next step in that vision is the Intuitive Machines launch to the moon in January. Then comes Axiom Space’s next astronaut mission, also scheduled for early next year. The first section of the new space station is expected to attach to the ISS in 2026—Axiom Space is the only company that can connect its modules there—with the whole structure up and running by 2031, when the ISS will be retired.

“When you talk about 10, 15, 20 years from now, my hope is that we have a space city, a place where people can actually go and live,” he says. “That would be a really nice building block toward further space exploration for human beings.”

To Ghaffarian, the motivation for building a space station and lunar landers was never just to get rich—even though his investments in them have helped make him very wealthy.

“I didn’t want to be the richest man in the cemetery and I didn’t want my life to be just about making more money,” he says, reflecting on when he sold his first business. “I wanted my life to be more about making a difference, changing the world for the better.”

MORE FROM FORBES

MORE FROM FORBESCryogenic Industries Founder Pledges To Give Nearly All Of His More Than $400 Million Fortune Away To CaltechMORE FROM FORBESCan David Boies Legalize Weed?MORE FROM FORBESBankrupt FTX Wants To Sell $100 Million Of Crypto Per Week, Will The SEC Stop It?MORE FROM FORBESInflation Isn’t Over. Do You Dare Buy A Long Treasury?MORE FROM FORBESA Fintech Titan In Community Banker’s Clothing

Source link

#Meet #IranianBorn #Billionaire #Helping #NASA #Moon

Space Force raises the stakes as rocket companies compete for lucrative military missions

A Falcon Heavy rocket launches the USSF-67 mission on January 15, 2023 from NASA’s Kennedy Space Center in Florida.

SpaceX

The U.S. military is raising the stakes — and widening the field — on a high-profile competition for Space Force mission contracts.

The Space Force plans to buy even more rocket launches from companies in the coming years than previously expected, granting more companies a chance at securing billions in potential contracts.

related investing news

CNBC Pro

“This is a huge deal,” Col. Doug Pentecost, the deputy program executive officer of the U.S. Space Force’s Space Systems Command, told reporters during a briefing this week.

Earlier this year the Space Force kicked off the process to buy five years’ worth of launches, under a lucrative program known as National Security Space Launch (NSSL) Phase 3. Now it’s boosting the scale.

The U.S. sees a rising impetus to improve its military capabilities in space, spurring the need to almost triple the number of launches in Phase 3 that it bought in Phase 2 in 2020.

“That just blows my mind,” Pentecost said. “We had only estimated 36 missions in Phase 2. For Phase 3, we’re estimating 90 missions.”

Sign up here to receive weekly editions of CNBC’s Investing in Space newsletter.

In February, Space Force outlined a “mutual fund” strategy to buying launches from companies. It split NSSL Phase 3 into two groups. Lane 1 is the new approach, with lower requirements and a more flexible bidding process that allows companies to compete as rockets debut over the coming years. Lane 2 represents the existing approach, with the Space Force planning to select a set number of companies for missions that meet the most demanding requirements.

Pentecost said Space Force hosted an industry day in February to go over the program’s details and had 22 companies show up. Since then, Space Force made a number of adjustments to Phase 3. It has added more missions, introduced a price cap, expanded Lane 2, and has set an annual schedule for mission assignments.

The government weighs bids by a company’s “Total Evaluated Price” per launch. That’s split into “Launch Service,” meaning how much it costs to build and launch a rocket, and the “Launch Service Support,” which covers special requirements the military may have for launch. The Launch Service Support amount is capped at $100 million per year per company.

“We implemented some cost-constraining tools so that we don’t balloon. We don’t want [a situation where] everybody gets a mission — you get a mission, you get a mission, you get a mission — because then there’s no real competition,” Pentecost said.

“We do think that all of our industry partners want to be the number one guy, so we think that will provide competitive pricing to keep our costs down,” Pentecost added.

Widening Lane 2

While Lane 1 is expected to draw the largest number of bids and award 30 missions, Lane 2 is the big show.

With Lane 2, Space Force gives out the most valuable contracts to launch national security satellites with the highest stakes. 

“These are the ones that are a $1 billion [satellite] payload going to unique orbits,” Pentecost said.

Not only has Lane 2 seen an increase in how many missions are up for grabs — currently estimated at 58 launches, up from 39 in February — but Space Force also made the decision to expand the available slots for eventual awards to three companies, instead of limiting it to two.

Elon Musk’s SpaceX and United Launch Alliance, the joint venture of Boeing and Lockheed Martin, were assumed to be the two leading contenders for Lane 2, but now there’s a door open for another company like Jeff Bezos’ Blue Origin.

Space Force will assign 60% and 40% of 51 missions to the top two bidders, respectively, and the remaining seven launches will go to the third-place bidder. 

Regardless of where a company ranks, it must demonstrate that it can meet all the Lane 2 requirements, which include having launch sites on both the east coast and west coast, and the ability to hit nine “reference” orbits with high accuracy several of which are much further from Earth than the low Earth orbit requirement of Lane 1.

Asked by CNBC how many companies are developing rockets that can meet those requirements by the deadline for launches, a Space Force spokesperson declined to specify, saying the military is “tracking several” that are “expanding their launch capabilities into most of these orbits.”

“We’re hoping that it’s not just ULA, SpaceX and Blue Origin competing for that, as there are others who have messaged interest in the past,” Col. Chad Melone, the chief of Space Systems Command’s Launch Procurement and Integration division, said during the briefing.

Securing supply

Space Force is introducing an annual Oct. 1 deadline for assigning missions to companies that have won a contract.

Pentecost explained the first assignments are up for grabs in October 2025, but noted contracts don’t guarantee assignments, which protects Space Force from delays companies may have in developing and flying rockets.

“You could actually have won the contract, that you’ve got this great plan on how you’re going to be flying by [fiscal year] 2027. But since you’re not flying yet, and I have a satellite that needs to fly in two years, we will not give you that mission — we will move it to the other guy,” Pentecost said.

Space Force aims to finalize its request for bidders by September and then have all the proposals in by December, to then award the contracts in October 2024.

Space Force officials said a big driver of that push is to “guarantee capacity,” as there are “a ton of other companies” trying to buy launches for satellites and Space Force needs to lock down its orders.

“We wanted to make sure that we essentially hedged against the launch scarcity that could happen because, if there’s a very large demand for launch and everyone is [buying], prices could be very high,” Melone said.

But despite that fear, Pentecost said 2026 “seems to be the sweet spot” when a number of companies’ rockets will be done with development and ready to fly. And companies that stay on track will have the upper hand in NSSL Phase 3.

“If you’re flying before that, or if your schedule is showing that you’re going to be flying before that, you will get significant strengths, which will put you in a better position to win the best provider or second best in this competition,” Pentecost said.

Why Starship is indispensable for the future of SpaceX

Source link

#Space #Force #raises #stakes #rocket #companies #compete #lucrative #military #missions

Why Amazon built a second headquarters and how the pandemic reshaped HQ2

Six years ago, Amazon kicked off a sweepstakes-style contest in search of where to build a second headquarters. The competition drew bids from 238 states, provinces and cities vying to be the next anchor for the nation’s dominant online retailer and second-largest private employer.

This week, Amazon formally opened the doors of the first part of its new East Coast headquarters, dubbed HQ2, in northern Virginia. The first phase, called Metropolitan Park, includes two 22-story office towers, which can accommodate 14,000 of the 25,000 employees Amazon plans to bring on in Arlington. About 2,900 employees have already moved in, and Met Park will be occupied by 8,000 employees in the fall.

Amazon built its headquarters in Seattle in 1994 partly because of the area’s deep pool of tech talent and the presence of Microsoft in nearby Redmond, Washington. The company’s Seattle campus now spans tens of millions of square feet across more than 40 office buildings, and the greater Puget Sound area has 65,000 corporate and technical Amazon employees.

It raises the question why Amazon, with its sprawling campus in Seattle and a growing real estate footprint globally, needed to build a second headquarters.

Around 2005, as Amazon’s business grew and its campus ballooned in Seattle, founder and then-CEO Jeff Bezos began to consider where the company should expand next.

At all-hands meetings, employees would ask Bezos “if we would ever be in one location at one time,” said John Schoettler, Amazon’s real estate chief, in an interview.

“I think that there was a romantic notion that we as a company would only be so big that we’d all fit inside one building,” Schoettler said. “[Bezos] had said, well, we have long-term leases and when those leases come up, I’ll work with John and the real estate team and we’ll figure out what to do next.”

John Schoettler, Amazon’s vice president of global real estate and facilities, walks Virginia Gov. Glenn Youngkin through HQ2.

Tasha Dooley

Originally, Bezos suggested Amazon stay around the Puget Sound area, but the conversation then shifted to recreating the “neighborhood” feel of its Seattle campus elsewhere, Schoettler said.

“We could have gone out to the suburbs and we could have taken some farmland and knocked some trees down, and we would’ve built a campus that would have been very inward-looking,” he said. “They generally have a north or south entrance and exit east or west. When you put yourself in the middle of the urban fabric and create a walkable neighborhood, an 18-hour district, you become very outward, and you become very part of the community, and that’s what we wanted.”

Holly Sullivan, Amazon’s vice president of economic development, said it would have been harder for Amazon to create that kind of environment had it “sprinkled these employees around 15 other tech hubs or 17 other tech hubs around North America.”

“So what HQ2 has provided is the opportunity for that more in-depth collaboration and being part of a neighborhood,” Sullivan said.

‘I don’t see us getting bigger in Seattle whatsoever’

Amazon’s highly publicized search for a second headquarters has faced some challenges. In 2018, Amazon announced it would split HQ2 between New York’s Long Island City neighborhood, and the Crystal City area of Arlington, Virginia. But after public and political outcry, Amazon canceled its plans to build a corporate campus in Long Island City.

The company’s arrival in Arlington has generated concerns of rising housing costs and displacement. The company said it has committed more than $1 billion to build and preserve affordable homes in the region.

Schoettler said Amazon intends to focus much of its future growth in Arlington and in Nashville, Tennessee, where the company’s logistics hub is based. It also plans to hire as many as 12,000 people in the Seattle suburb of Bellevue, he added.

“I don’t see us getting bigger in Seattle whatsoever,” Schoettler said. “I think that we’re pretty much tapped out there.”

HQ2 has some of the same quirks as Amazon’s Seattle campus. There’s a community banana stand staffed by “banistas” and white boards on the walls of building elevators. Amazon has a dog-friendly vibe at its Seattle office, which carried over to Metropolitan Park, where there’s a public dog park, and a gallery wall of the dogs of Amazon employees. The towers feature plant-filled terraces and a rooftop urban farm that echoes the feel of the “Spheres,” botanical gardenlike workspaces that anchor Amazon’s Seattle office.

Metropolitan Park is the first phase of Amazon’s new Arlington headquarters, called HQ2.

Tasha Dooley

Amazon is opening HQ2 at an uncertain time for the company and the broader tech sector. Many of the biggest companies in the industry, including Amazon, have eliminated thousands of jobs and reined in spending following periods of slowing revenue growth and fears of a recession ahead.

Companies have also been confronting questions about what work looks like in a post-pandemic environment. Many employees have grown accustomed to working from home and have been reluctant to return to the office. Amazon last month began requiring corporate employees to work from the office at least three days a week, which generated pushback from some workers who prefer greater flexibility.

Amazon tweaked the design of HQ2 around the expectation that employees wouldn’t be coming into the office every day.

Communal work spaces are more common, and there’s less assigned seating, Schoettler said. Employees may only be at a desk 30% of the day, with the rest of their time spent in conference rooms, or having casual coffee meetings with coworkers, he said.

“If we don’t come in that day, no one else will utilize the space,” Schoettler said. “And so that way, you can come in, the desk is open and it’s not been personalized with family photos and that type of thing. You can sit down and absolutely utilize the space, and then go off about your day.”

Amazon’s HQ2 features some of the same quirks as its Seattle headquarters, like a community banana stand.

Tasha Dooley

The shift to a hybrid working environment has also influenced the further development of HQ2. Amazon in March said it had pushed out the groundbreaking of PenPlace, the second phase of its Arlington campus. PenPlace is expected to include three 22-story office buildings, more than 100,000 square feet of retail space and a 350-foot-tall tower, called “The Helix,” that features outdoor walkways and inside meeting areas for employees surrounded by vegetation.

Amazon will observe how employees work in the two new Metropolitan Park buildings to inform how it designs the offices at PenPlace, Schoettler said.

Amazon didn’t say when it expects to begin development of PenPlace, but it is continuing to move forward with the permitting and preconstruction process, Schoettler said.

“We just want to be really mindful, since we’re just opening these buildings, to make sure we’re doing it right,” Sullivan said. “These are large investments for us. We own these buildings, and we want to give them a long shelf life.”

Source link

#Amazon #built #headquarters #pandemic #reshaped #HQ2

Who Got Rich And Who Got Poor This Week

THE CHANGING FORTUNES OF THE WORLD’S RICHEST


Gautam Adani lost $31 billion in one of the biggest weekly drops ever, while Elon Musk’s fortune rebounded by $28 billion.

By Gabriela Lopez Gomes

Itwas a wild week for the very richest in the world. U.S. stocks ticked up slightly in the past week – the S&P 500 index rose 2.5% and the Nasdaq ended up 4.3%, after the U.S. Commerce Department’s personal consumption expenditure index showed prices rising more slowly last month than they had been. Still two of the top ten richest people in the world had rather unusual weeks, posting one of the biggest gains and one of the biggest losses ever.

Indian billionaire Gautam Adani lost a stunning $31 billion, or 24% of his fortune, while Elon Musk gained nearly as much, thanks to a strong quarterly earnings report. We tracked the change in fortunes from the market close on Friday January 20 through the end of the day Friday January 27.

Here’s how some of the world’s richest people fared this week.

The net worth change is from close of markets Friday, January 27.


#1. Gautam Adani

Net Worth: $96.6 bil 🔴 Down $31.2 bil


Country: India | Source Of Wealth: Adani Group | View profile

Asia’s richest man, Adani is the biggest loser this week after bombshell headlines emerged late Tuesday evening following the release of a 100-page report by short seller Hindenburg Research alleging the “largest con in corporate history,” including claims of stock manipulation and accounting fraud.

Adani started the week as the world’s third richest person, worth $127.8 billion. His fortune fell by $6.5 billion on Wednesday. The Indian stock market was closed Thursday for a holiday. On Friday, the free fall continued, wiping $22.6 billion from his fortune in hours. Though that might seem like a record-breaking one-day collapse for a billionaire, it’s not; Elon Musk’s fortune fell by $24.5 billion a year ago, on Thursday, January 27, 2022.

Adani’s $31.2 billion drop this week dropped him four spots to seventh richest, with a net worth of $96.6 billion as of Friday’s market close. The Hindenburg Research report alleges that the Adani family used dozens of shell companies for stock manipulation and money laundering purposes. Adani Group Chief Financial Officer Jugeshinder Singh dismissed the Hindenburg report, calling it “selective misinformation” in a statement shared with Forbes.

In February last year, Adani overtook fellow Indian billionaire Mukesh Ambani to become the richest person in Asia and No. 10 richest in the world, worth just over $90 billion. He zoomed past Warren Buffett later that month to become world’s fifth-wealthiest and moved ahead of Bill Gates in July after the Microsoft cofounder Gates gave $20 billion to the Bill & Melinda Gates Foundation.

Then in September, Adani briefly became the world’s second-richest person, worth $155 billion, overtaking Amazon’s Jeff Bezos and then-number two Arnault in the same week. He soon dropped back to world’s third richest, still ahead of Bezos, where he remained until this week.


#2. Elon Musk

Net Worth: $181.3 bil 🟢 Up $28.3 bil


Country: United States | Source Of Wealth: Tesla | View profile

As bad as Adani’s week was, Musk’s swung the opposite way. Tesla and Twitter CEO Musk was the biggest winner as Tesla’s stock jumped 33% following a very strong quarterly earnings report released on Wednesday, lifting his fortune by $28.3 billion. Tesla, whose stock has fallen by more than two-thirds in the past year, much of it since Musk announced plans to buy Twitter last April, surprised many by reporting record sales and profits. Investors cheered the news, sending the stock up 11% on Friday and 33% this week. “Long term, I am convinced that Tesla will be the most valuable company on earth,” said Musk on Wednesday’s earnings call. Musk remains the world’s second richest person, behind No. 1 French luxury goods tycoon Bernard Arnault.


#3. Tobias Lütke

Net Worth: $4.7 bil 🟢 Up $800 mil


Country: Canada | Source Of Wealth: Shopify | View profile

After a year of tech layoffs and sinking stock prices, Shopify’s share price rose nearly 24% in the past week, boosting CEO Tobias Lutke’s fortune by $800 million to $4.7 billion. The 42-year-old owns about 6% of the Canadian multinational, which enables small businesses to create online stores.

The price surge came after Shopify announced a 33% hike to subscription fees on Wednesday, with its basic plan going from $29 to $39 and the advanced plan jumping from $299 to $399 a month. The change will become effective for current users in the next three months.

Technology analyst Richard Tse of National Bank Financial Markets, says the price increase “appears to be a bigger move” by Shopify to increase the acceleration to profitability and have competitive pricing power. (Shopify, which went public in 2015, has yet to post a profit.)


#4. David Vélez

Net Worth: $4.3 bil 🟢 Up $400 mil


Country: Brazil | Source Of Wealth: Nubank | View profile

Vélez, cofounder and CEO of Brazilian online bank Nubank, is up $400 million for the week as U.S. listed stock in NU Holdings increased nearly 15% this week.

The stock rose due to the current interest rate stability in Brazil, says fintech analyst James Friedman of Susquehanna International Group. “Nubank’s stock suffered when interest rates went up last year, and now it’s starting to stabilize because there’s a perception that they are unlikely to rise more,” he says.

Nubank on Thursday announced a $150 million loan from the International Finance Corporation to strengthen its presence in Colombia, the fintech’s third largest market after Brazil and Mexico. The digital lender currently has around 65 million Brazilian customers. “There are good reasons to believe Nubank is the future of banking in Latin America,” says Friedman.

MORE FROM FORBES

MORE FROM FORBESWho Is Gautam Adani, The Indian Billionaire That Short Seller Hindenburg Says Is Running A ‘Corporate Con’?MORE FROM FORBESExclusive: Sam Bankman-Fried Recalls His Hellish Week In A Caribbean PrisonMORE FROM FORBESThe World’s Most Valuable Sports Empires 2023MORE FROM FORBESAmerica’s Most Generous Givers 2023: The Nation’s 25 Top PhilanthropistsMORE FROM FORBESFallen Unicorns: Startup Billionaires Nearly $100 Billion Poorer Than A Year AgoMORE FROM FORBESCar Tire Dust Is Killing Salmon Every Time It Rains

Source link

#Rich #Poor #Week

How the job of Amazon delivery has changed with Rivian’s electric vans and routing software

For the 275,000 Amazon drivers dropping off 10 million packages a day around the world, the job can be a grind. But a lot has changed since drivers in 2021 told CNBC about unrealistic workloads, peeing in bottles, dog bites and error-prone routing software.

Among the biggest developments is the arrival of a brand-new electric van from Rivian.

Amazon was a big and early investor in the electric vehicle company, which went public in late 2021 with a plan to build trucks and SUVs for consumers and delivery vans for businesses. Since July, Amazon has rolled out more than 1,000 new Rivian vans, which are now making deliveries in more than 100 U.S. cities, including Baltimore, Chicago, Las Vegas, Nashville, New York City and Austin, Texas.

The partnership began in 2019, when Amazon founder and ex-CEO Jeff Bezos announced Amazon had purchased 100,000 electric vans from Rivian as one step toward his company’s ambitious promise of reaching net-zero carbon emissions by 2040.

″[We] will have prototypes on the road next year, but 100,000 deployed by 2024,” Bezos said at the National Press Club in Washington, D.C., in September 2019. Amazon has since revised the timeline, saying it expects all 100,000 Rivian vans on the road by 2030.

Rivian has faced several challenges in recent months. It cut back 2022 production amid supply chain and assembly line issues. Its stock price dropped so sharply last year that Amazon recorded a combined $11.5 billion markdown on its holdings in the first two quarters.

CNBC talked to drivers to see what’s changed with the driving experience. We also went to Amazon’s Delivering the Future event in Boston in November for a look at the technology designed to maximize safety and efficiency for delivery personnel.

For now, most Amazon drivers are still in about 110,000 gas-powered vans — primarily Ford Transits, Mercedes-Benz Sprinters and Ram ProMasters. Amazon wouldn’t share how it determines which of its 3,500 third-party delivery firms, or delivery service partners (DSPs), are receiving Rivian vans first. 

The e-commerce giant has been using DSPs to deliver its packages since 2018, allowing the company to reduce its reliance on UPS and the U.S. Postal Service for the so-called last mile, the most expensive portion of the delivery journey. The DSP, which works exclusively with Amazon, employs the drivers and is responsible for the liabilities of the road, vehicle maintenance, and the costs of hiring, benefits and overtime pay.

Amazon leases the vans to DSP owners at a discount. The company covers the fuel for gas-powered vans and installs charging stations for electric vehicles.

The company says DSP owners have generated $26 billion in revenue and now operate in 15 countries, including Saudi Arabia, India, Brazil, Canada, and all over Europe. 

What drivers think

In the early days of testing the Rivian vans, some drivers voiced concerns about range. An Amazon spokesperson told CNBC the vans can travel up to 150 miles on a single charge, which is typically plenty of power for a full shift and allows drivers to recharge the vehicle overnight.

As for maintenance, Amazon says that takes place at Rivian service centers near delivery stations or by a Rivian mobile service team, depending on location.

Julieta Dennis launched a DSP, Kangaroo Direct, in Baltimore three years ago. She employs about 75 drivers and leases more than 50 vans from Amazon. She now has 15 Rivian vehicles.

“It’s very easy to get in and out with all of the different handles to hold on to,” Dennis said. She said that some drivers were hesitant at first because the vehicles were so new and different, “but the moment they get in there and have their first experience, that’s the van that they want to drive.”

Baltimore DSP owner Julieta Dennis shows off a Rivian electric van at Amazon’s Delivering the Future event in Boston, Maryland, on November 10, 2022.

Erin Black

Brandi Monroe has been delivering for Kangaroo Direct for two years. She pointed to features on a Rivian van that are upgrades over what she’s driven in the past. There’s a large non-slip step at the back, a hand cart for helping with heavy packages and extra space for standing and walking in the cargo area.

“We have two shelves on both sides to allow for more space,” Monroe said, adding that she’d prefer to drive a Rivian for every shift. “And then the lights at the top: very innovative to help us see the packages and address a lot easier, especially at nighttime.”

There’s even a heated steering wheel.

Former driver B.J. Natividad, who goes by Avionyx on YouTube, says his non-electric van could get very cramped.

“I remember one time I had 23 or 24 bags and over 40 oversize packages and I had to be able to figure out how to stuff that all in there within the 15 minutes that they give us to load up in the morning,” said Natividad, who now works for USPS.

The Rivian vans have at least 100 more cubic feet than the Sprinter and up to double the cargo space of the Ford Transit vans Natividad drove in Las Vegas. Rivian vans are still small enough that they don’t require a special license to drive, though Amazon provides its own training for drivers.

One driver in Seattle, who asked to remain unnamed, was especially excited about the new Rivian vans. He offered an extensive tour of the new driving experience on his YouTube channel called Friday Adventure Club.

He said one of his favorite features is a light bar “that goes all the way around the back.” He also likes that the windshield is “absolutely massive,” the wide doors allow for easy entry and exit, and the cargo door automatically opens when the van is parked. There are two rows of shelves that fold up and down in the cargo area.

There’s also new technology, such as an embedded tablet with the driving route and a 360-degree view that shows all sides of the van.

Mai Le, Amazon’s vice president of Last Mile, oversaw the testing of the center console and Rivian’s integrated software.

“We did a lot of deliveries as a test,” Le said. “As a woman, I want to make sure that the seats are comfortable for me and that my legs can reach the pedals, I can see over the steering wheel.”

She demonstrated some of the benefits of the new technology.

“When we start to notice that you’re slowing down, that means that we can tell you’re getting near to your destination,” she said. “The map begins to zoom in, so you begin to find where’s your delivery location, which building and where parking could be.”

The new vans have keyless entry. They automatically lock when the driver is 15 feet away and unlock as the driver approaches. 

Workers load packages into Amazon Rivian Electric trucks at an Amazon facility in Poway, California, November 16, 2022.

Sandy Huffaker | Reuters

Cameras and safety

Above all else, Amazon says the changes were designed to make the delivery job safer.

A ProPublica report found Amazon’s contract drivers were involved in more than 60 serious crashes from 2015 to 2019, at least 10 of which were fatal. Amazon put cameras and sensors all over the Rivian vans, which enable warnings and lane assist technology that autocorrects if the vehicle veers out of the lane.

Dennis mentioned the importance of automatic braking and the steering wheel that starts “just kind of shaking when you get too close to something.”

“There’s just so many features that would really, really help cut back on some of those incidental accidents,” she said.

Amazon vans have driver-facing cameras inside, which can catch unsafe driving practices as they happen.

“The in-vehicle safety technology we have watches for poor safety behaviors like distracted driving, seat belts not being fastened, running stop signs, traffic lights,” said Beryl Tomay, who helps run the technology side of delivery as vice president of Last Mile for Amazon.

“We’ve seen over the past year a reduction of 80% to 95% in these events when we’ve warned drivers real time,” she said. “But the really game-changing results that we’ve seen have been almost a 50% reduction in accidents.”

As a DSP owner, Dennis gets alerts if her drivers exhibit patterns of unsafe behavior. 

“If something with a seat belt or just something flags, then our team will contact the driver and make sure that that’s coached on and taken care of and figured out, like what actually happened,” Dennis said.

That level of constant surveillance may be unsettling for some drivers. Dennis said that issues haven’t come up among her staffers. And Amazon stresses it’s focused on driver privacy.

“We’ve taken great care from a privacy perspective,” Tomay said. “There’s no sound ever being recorded. There’s no camera recording if the driver’s not driving and there’s a privacy mode.”

Amazon says the cabin-facing camera automatically switches off when the ignition is off, and privacy mode means it also turns off if the vehicle is stationary for more than 30 seconds.

Safety concerns extend beyond the vehicle itself. For example, an Amazon driver in Missouri was found dead in a front yard in October, allegedly after a dog attack.

Amazon says new technology can help. Drivers can choose to manually notify customers ahead of a delivery, giving them time to restrain pets. Another feature that’s coming, according to Le, will allow drivers to mark delivery locations that have pets.

Natividad said he had multiple close calls with dogs charging at him during deliveries.

“You customers out there, please restrain your dogs when you know a package is coming,” he said. “Please keep them inside. Don’t leave them just outside.”

Optimizing routes

Providing drivers with more efficient and better detailed routes could improve safety, too. Drivers in 2021 told us about losing time because Amazon’s routing software made a mistake, like not recognizing a closed road or gated community. In response, they sometimes tried to save time in other ways.

“People are running through stop signs, running through yellow lights,” said Adrienne Williams, a former DSP driver. “Everybody I knew was buckling their seat belt behind their backs because the time it took just to buckle your seat belt, unbuckle your seat belt every time was enough time to get you behind schedule.”

Amazon listened. The company has been adding a huge amount of detail to driver maps, using information from 16 third-party map vendors as well as machine learning models informed by satellite driver feedback and other sources.

One example is a new in-vehicle data collection system called Fleet Edge, which is currently in a few thousand vans. Fleet Edge collects real-time data from a street view camera and GPS device during a driver’s route.

“Due to Fleet Edge, we’ve added over 120,000 new street signs to Amazon’s mapping system,” Tomay said. “The accuracy of GPS locations has increased by over two and a half times in our test areas, improving navigation safety by announcing upcoming turns sooner.”

Tomay said the maps also added points of interest like coffee shops and restrooms, so in about 95% of metro areas, “drivers can find a spot to take a break within five minutes of a stop.”

In 2021, Amazon apologized for dismissing claims that drivers were urinating in bottles as a result of demanding delivery schedules. Natividad said he occasionally found urine-filled bottles in his vans before his shift in the mornings.

“As soon as I open the van, I’m looking around, I see a bottle of urine. I’m like, ‘Oh, I’m not touching this,'” he said.

Pay for Amazon drivers is up to the discretion of each individual DSP, although Amazon says it regularly audits DSP rates to make sure they’re competitive. Indeed.com puts average Amazon driver pay at nearly $19 an hour, 16% higher than the national average.

Natividad started delivering for Amazon in 2021 when his gigs as a fulltime disc jockey dried up because of the pandemic. He liked the job at the time, generally delivering at least 200 packages along the same route. However, during the holiday season that year, he once had more than 400 packages and 200 stops in a single shift.

“Towards the end of my day, they sent out two rescues to me to help out to make sure everything’s done before 10 hours,” he said.

Amazon is working to optimize its routes. But it’s an unwieldy operation. The company says it’s generated 225,000 unique routes per day during peak season.

Tomay said the company looks at the density of packages, the complexity of delivery locations “and any other considerations like weather and traffic from past history to put a route together that we think is ideal.”

There’s no one-size-fits-all solution.

“Given that we’re in over 20 countries and every geography looks different, it’s not just about delivery vehicles or vans anymore,” Tomay said. “We have rickshaws in India. We have walkers in Manhattan.”

In Las Vegas, Amazon held a roundtable last year for DSP owners and drivers. Natividad says he spoke for 20 minutes at the event about the need for Amazon to improve its routing algorithms.

“I think they should do that probably once a month, with all the DSP supervision and a few of the drivers, and not the same drivers every time. That way different feedback is given. And like seriously listen to them,” Natividad said. “Because they’re not the ones out there seeing and experiencing what we go through.” 

Natividad didn’t get to try out the routing technology in the Rivian vans before he left to deliver for USPS in July. He’s excited that the postal service is following in Amazon’s footsteps with 66,000 electric vans coming by 2028.

Amazon, meanwhile, is diversifying its electric fleet beyond Rivian. The company has ordered thousands of electric Ram vans from Stellantis and also has some on the way from Mercedes-Benz.

Correction: Julieta Dennis launched a DSP, Kangaroo Direct, in Baltimore three years ago. An earlier version misspelled her name.



Source link

#job #Amazon #delivery #changed #Rivians #electric #vans #routing #software