But what exactly is a SPAC, and how have they changed over the years?
SPAC IPOs versus Traditional IPOs
SPAC IPOs are essentially the opposite of traditional IPOs. In a traditional IPO, an established company goes public to raise funds. In contrast, SPAC IPOs involve a shell company that’s already raised capital and is looking to purchase an organization (or a stake in a company). While traditional IPOs are seeking funds, SPAC IPOs already have the funds—what they’re seeking is an organization to attach themselves to. SPACs, also known as “Blank Check” companies, provide a faster way to raise funds compared to traditional IPOs. That’s because the audit process for a SPAC is shorter, since they don’t have any financial statements to review.
A Brief History of SPACs
248 SPACs went public in 2020—189 more than in 2019. 2020 has by far been the biggest year for SPACs in the last few decades. Here’s a look at the number of SPAC IPOs over the last 15 years, along with their average size: SPACs had a brief moment in 2007 prior to the financial crisis, but by 2009 they had lost traction—that year, only one SPAC IPO went public. However, in the last few years, SPACs have picked up momentum again. And in 2020, the use of this curious go-public vehicle has skyrocketed.
The New and Improved SPACs of 2020
Historically, SPACs haven’t had the highest returns for investors. In fact, they were once considered a last resort when it came to raising capital. But in the last few years, SPACs have ramped up their game. According to a recent report by McKinsey & Company, there have been three significant changes: While some experts are expecting the popularity of the SPAC to continue in 2021, it’s still early days. So it’s hard to know for certain if SPACs are back for the long-haul. »If you found this article interesting, you might enjoy this full-length post on traditional IPOs: The World’s Largest IPOs Adjusted For Inflation Source: SPAC Data Details: All US-listed SPACs are included in the data set. Figures as of Dec 30, 2020 on Today’s connected cars come stocked with as many as 200 onboard sensors, tracking everything from engine temperature to seatbelt status. And all those sensors create reams of data, which will increase exponentially as the autonomous driving revolution gathers pace. With carmakers planning on uploading 50-70% of that data, this has serious implications for policymakers, manufacturers, and local network infrastructure. In this visualization from our sponsor Global X ETFs, we ask the question: will connected cars break the internet?
Data is a Plural Noun
Just how much data could it possibly be? There are lots of estimates out there, from as much as 450 TB per day for robotaxis, to as little as 0.383 TB per hour for a minimally connected car. This visualization adds up the outputs from sensors found in a typical connected car of the future, with at least some self-driving capabilities. The focus is on the kinds of sensors that an automated vehicle might use, because these are the data hogs. Sensors like the one that turns on your check-oil-light probably doesn’t produce that much data. But a 4K camera at 30 frames a second, on the other hand, produces 5.4 TB per hour. All together, you could have somewhere between 1.4 TB and 19 TB per hour. Given that U.S. drivers spend 17,600 minutes driving per year, a vehicle could produce between 380 and 5,100 TB every year. To put that upper range into perspective, the largest commercially available computer storage—the 100 TB SSD Exadrive from Nimbus—would be full in 5 hours. A standard Blu-ray disc (50 GB) would be full in under 2 seconds.
Lag is a Drag
The problem is twofold. In the first place, the internet is better at downloading than uploading. And this makes sense when you think about it. How often are you uploading a video, versus downloading or streaming one? Average global mobile download speeds were 30.78 MB/s in July 2022, against 8.55 MB/s for uploads. Fixed broadband is much higher of course, but no one is suggesting that you connect really, really long network cables to moving vehicles.
Ultimately, there isn’t enough bandwidth to go around. Consider the types of data traffic that a connected car could produce:
Vehicle-to-vehicle (V2V) Vehicle-to-grid (V2G) Vehicles-to-people (V2P) Vehicles-to-infrastructure (V2I) Vehicles-to-everything (V2E)
The network just won’t be able to handle it.
Moreover, lag needs to be relatively non-existent for roads to be safe. If a traffic camera detects that another car has run a red light and is about to t-bone you, that message needs to get to you right now, not in a few seconds.
Full to the Gunwales
The second problem is storage. Just where is all this data supposed to go? In 2021, total global data storage capacity was 8 zettabytes (ZB) and is set to double to 16 ZB by 2025.
One study predicted that connected cars could be producing up to 10 exabytes per month, a thousand-fold increase over current data volumes.
At that rate, 8 ZB will be full in 2.2 years, which seems like a long time until you consider that we still need a place to put the rest of our data too.
At the Bleeding Edge
Fortunately, not all of that data needs to be uploaded. As already noted, automakers are only interested in uploading some of that. Also, privacy legislation in some jurisdictions may not allow highly personal data, like a car’s exact location, to be shared with manufacturers.
Uploading could also move to off-peak hours to even out demand on network infrastructure. Plug in your EV at the end of the day to charge, and upload data in the evening, when network traffic is down. This would be good for maintenance logs, but less useful for the kind of real-time data discussed above.
For that, Edge Computing could hold the answer. The Automotive Edge Computing Consortium has a plan for a next generation network based on distributed computing on localized networks. Storage and computing resources stay closer to the data source—the connected car—to improve response times and reduce bandwidth loads.
Invest in the Future of Road Transport
By 2030, 95% of new vehicles sold will be connected vehicles, up from 50% today, and companies are racing to meet the challenge, creating investing opportunities.
Learn more about the Global X Autonomous & Electric Vehicles ETF (DRIV). It provides exposure to companies involved in the development of autonomous vehicles, EVs, and EV components and materials.
And be sure to read about how experiential technologies like Edge Computing are driving change in road transport in Charting Disruption. This joint report by Global X ETFs and the Wall Street Journal is also available as a downloadable PDF.
