In Defense Of Vargas Llosa’s Oh So Public Love Affair

There are plenty of good reasons Nobel laureate Mario Vargas Llosa shouldn't be flaunting his affair with a Madrid socialite. But if it's really love, none of that really matters.

Vargas Llosa in April 2015.
Vargas Llosa in April 2015.
Danilo Arbilla


BOGOTA â€" One can try to put it politely. That he's getting up there. That he's reached his golden years. That he's getting long in the tooth. But the truth of the matter is that Mario Vargas Llosa, Latin America's preeminent living novelist, has gotten old.

Days ago, the Nobel Prize winner, 79, was addressing a gathering in Madrid organized for the wives of Venezuelan political prisoners Leopoldo López and Antonio Ledezma. The Peruvian writer made three mistakes that typically come with ageing (I know, because it happens to me a lot and I am quite a bit younger than Vargas Llosa). He forgot Ledezma's surname, making do with just "Antonio," referred to López as Rodolfo, rather than Leopoldo, and could not remember the name of his late friend, the philosopher Jean-François Revel. A panel member had to help him out.

Not that any of this made his words less brilliant. Vargas Llosa was probably just tired. Lord knows he has reason to be given how hectic things have been of late. In addition to numerous academic activities and events relating to his position as celebrated writer, he has also had to deal with a crush of media attention regarding his love life.

Thanks to a public romance with socialite Isabel Preysler â€" former wife of singing legend Julio Iglesias, mother of pop star Enrique Iglesias, and recently widowed after the death of her last husband, the former Spanish finance minister Miguel Boyer â€" Vargas Llosa is now competing "head-to-head" with the Greek crisis and local soccer buzz for top billing in newspapers and celebrity gossip magazines like ¡Hola! (Hello!).

There was no way this wasn't going to be a big story. The prize-winning novelist who once ran for president in Peru has been newsworthy for decades now. And here he is effectively ending 50 years of marriage with his wife Patricia Llosa and taking up with the so-called "Queen of Hearts," a woman whose raison d'etre, it would seem, has everything to do with the limelight. Preysler is such a pro when it comes to this kind of attention that she's even said to be in control of all pictures of herself and her family â€" and any "touching up" to them â€" that appear in gossip magazines and especially ¡Hola!.

Having seen Vargas Llosa a few days ago, I have to admit that the magazine photos do him a service. But is that what motivated the writer to make this drastic change in his life? To feel young again? They say a man is as young as the woman he is dating. But in this case, the difference is just 15 years. If not that, was it for the fame and notoriety? Unlikely. It's hard to imagine Vargas Llosa seeking any more than he already has.

The other possibility, of course, is that he's in love. We know that in love, the heart and the brain make poor bedfellows. And yet even then one assumes that the Nobel laureate gave all this some thought, that he carefully weighed up his choices. Because there's a lot at stake: an entire family, a loyal companion, children and grandchildren, 50 years of marriage, the media exposure. If this were a mistake, it ranks right up there with his failed presidential bid in 1990.

The decision is all the more perplexing when we recall his 2012 book La civilización del espectáculo (The Civilization of Entertainment), wherein Vargas Llosa deplores the decline of culture to the level of entertainment, banality and kitsch, and voices contempt for irresponsible news reporting that feeds on "gossipology and scandals."

We can presume that Isabel Preysler duly considered her steps as well.

But maybe love is more powerful than all that. Maybe all those concerns just can't compete. And maybe that's alright. People have a right to fall in love, at any time, even when they're "getting on in years." Gabriel García Márquez writes about love between two older people in one of the greatest love stories of all time, Love in the Time of Cholera. A love in that case which was freed of obstacles. Without regard for forms or a thought for what people think. Indifferent to the threat of ridicule.

That, in my opinion, is what we are seeing in the case of Vargas Llosa. And it's a marvelous thing. Love can take you to the top, then throw you back down so hard you'll be left a wreck. It can dominate you more than any vice or drug.

Like death, love can make its sudden appearance along your path at any time. And if it happens to come in the so-called twilight years, before death arrives, then embrace it and celebrate it while you can, especially if you don't believe in the afterlife.

Mario Vargas Llosa, it seems, has done just that. And he's done well. This is his life. And what he does with the remainder of it is nobody's business but his own.

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7 Ways The Pandemic May Change The Airline Industry For Good

Will flying be greener? More comfortable? Less frequent? As the world eyes a post-COVID reality, we look at ways the airline industry has been changing through a pandemic that has devastated air travel.

Ready for (a different kind of) takeoff?

Carl-Johan Karlsson

It's hard to overstate the damage the pandemic has had on the airline industry, with global revenues dropping by 40% in 2020 and dozens of airlines around the world filing for bankruptcy. One moment last year when the gravity became particularly apparent was when Asian carriers (in countries with low COVID-19 rates) began offering "flights to nowhere" — starting and ending at the same airport as a way to earn some cash from would-be travelers who missed the in-flight experience.

More than a year later today, experts believe that air traffic won't return to normal levels until 2024.

But beyond the financial woes, the unprecedented slowdown in air travel may bring some silver linings as key aspects of the industry are bound to change once back in full spin, with some longer-term effects on aviation already emerging. Here are some major transformations to expect in the coming years:

Cleaner aviation fuel

The U.S. administration of President Joe Biden and the airline industry recently agreed to the ambitious goal of replacing all jet fuel with sustainable alternatives by 2050. Already in a decade, the U.S. aims to produce three billion gallons of sustainable fuel — about one-tenth of current total use — from waste, plants and other organic matter.

While greening the world's road transport has long been at the top of the climate agenda, aviation is not even included under the Paris Agreement. But with air travel responsible for roughly 12% of all CO2 emissions from transport, and stricter international regulation on the horizon, the industry is increasingly seeking sustainable alternatives to petroleum-based fuel.

Fees imposed on the airline industry should be funneled into a climate fund.

In Germany, state broadcaster Deutsche Welle reports that the world's first factory producing CO2-neutral kerosene recently started operations in the town of Wertle, in Lower Saxony. The plant, for which Lufthansa is set to become the pilot customer, will produce CO2-neutral kerosene through a circular production cycle incorporating sustainable and green energy sources and raw materials. Energy is supplied through wind turbines from the surrounding area, while the fuel's main ingredients are water and waste-generated CO2 coming from a nearby biogas plant.

Farther north, Norwegian Air Shuttle has recently submitted a recommendation to the government that fees imposed on the airline industry should be funneled into a climate fund aimed at developing cleaner aviation fuel, according to Norwegian news site E24. The airline also suggested that the government significantly reduce the tax burden on the industry over a longer period to allow airlines to recover from the pandemic.

Black-and-white photo of an ariplane shot from below flying across the sky and leaving condensation trails

High-flying ambitions for the sector

Joel & Jasmin Førestbird

Hydrogen and electrification

Some airline manufacturers are betting on hydrogen, with research suggesting that the abundant resource has the potential to match the flight distances and payload of a current fossil-fuel aircraft. If derived from renewable resources like sun and wind power, hydrogen — with an energy-density almost three times that of gasoline or diesel — could work as a fully sustainable aviation fuel that emits only water.

One example comes out of California, where fuel-cell specialist HyPoint has entered a partnership with Pennsylvania-based Piasecki Aircraft Corporation to manufacture 650-kilowatt hydrogen fuel cell systems for aircrafts. According to HyPoint, the system — scheduled for commercial availability product by 2025 — will have four times the energy density of existing lithium-ion batteries and double the specific power of existing hydrogen fuel-cell systems.

Meanwhile, Rolls-Royce is looking to smash the speed record of electrical flights with a newly designed 23-foot-long model. Christened the Spirit of Innovation, the small plane took off for the first time earlier this month and successfully managed a 15-minute long test flight. However, the company has announced plans to fly the machine faster than 300 mph (480 km/h) before the year is out, and also to sell similar propulsion systems to companies developing electrical air taxis or small commuter planes.

New aircraft designs

Airlines are also upgrading aircraft design to become more eco-friendly. Air France just received its first upgrade of a single-aisle, medium-haul aircraft in 33 years. Fleet director Nicolas Bertrand told French daily Les Echos that the new A220 — that will replace the old A320 model — will reduce operating costs by 10%, fuel consumption and CO2 emissions by 20% and noise footprint by 34%.

International first class will be very nearly a thing of the past.

The pandemic has also ushered in a new era of consumer demand where privacy and personal space is put above luxury. The retirement of older aircraft caused by COVID-19 means that international first class — already in steady decline over the last decades — will be very nearly a thing of the past. Instead, airplane manufacturers around the world (including Delta, China Eastern, JetBlue, British Airways and Shanghai Airlines) are betting on a new generation of super-business minisuites where passengers have a privacy door. The idea, which was introduced by Qatar Airways in 2017, is to offer more personal space than in regular business class but without the lavishness of first class.

Aerial view of Rome's Fiumicino airport

Aerial view of Rome's Fiumicino airport

Hygiene rankings  

Rome's Fiumicino Airport has become the first in the world to earn "the COVID-19 5-Star Airport Rating" from Skytrax, an international airline and airport review and ranking site, Italian daily La Repubblica reports. Skytrax, which publishes a yearly annual ranking of the world's best airports and issues the World Airport Awards, this year created a second list to specifically call out airports with the best health and hygiene standards.

Smoother check-in

​The pandemic has also accelerated the shift towards contactless traveling, with more airports harnessing the power of biometrics — such as facial recognition or fever screening — to reduce touchpoints and human contact. Similar technology can also be used to more efficiently scan physical objects, such as explosive detection. Ultimately, passengers will be able to "check-in" and go through a security screening anywhere at the airports, removing queues and bottlenecks.

Data privacy issues

​However, as pointed out in Canadian publication The Lawyer's Daily, increased use of AI and biometrics also means increased privacy concerns. For example, health and hygiene measures like digital vaccine passports also mean that airports can collect data on who has been vaccinated and the type of vaccine used.

Photo of planes at Auckland airport, New Zealand

Auckland Airport, New Zealand

Douglas Bagg

The billion-dollar question: Will we fly less?

At the end of the day, even with all these (mostly positive) changes that we've seen take shape over the past 18 months, the industry faces major uncertainty about whether air travel will ever return to the pre-COVID levels. Not only are people wary about being in crowded and closed airplanes, but the worth of long-distance business travel in particular is being questioned as many have seen that meetings can function remotely, via Zoom and other online apps.

Trying to forecast the future, experts point to the years following the 9/11 terrorist attacks as at least a partial blueprint for what a recovery might look like in the years ahead. Twenty years ago, as passenger enthusiasm for flying waned amid security fears following the attacks, airlines were forced to cancel flights and put planes into storage.

40% of Swedes intend to travel less

According to McKinsey, leisure trips and visits to family and friends rebounded faster than business flights, which took four years to return to pre-crisis levels in the UK. This time too, business travel is expected to lag, with the consulting firm estimating only 80% recovery of pre-pandemic levels by 2024.

But the COVID-19 crisis also came at a time when passengers were already rethinking their travel habits due to climate concerns, while worldwide lockdowns have ushered in a new era of remote working. In Sweden, a survey by the country's largest research company shows that 40% of the population intend to travel less even after the pandemic ends. Similarly in the UK, nearly 60% of adults said during the spring they intended to fly less after being vaccinated against COVID-19 — with climate change cited as a top reason for people wanting to reduce their number of flights, according to research by the University of Bristol.

At the same time, major companies are increasingly forced to face the music of the environmental movement, with several corporations rolling out climate targets over the last few years. Today, five of the 10 biggest buyers of corporate air travel in the US are technology companies: Amazon, IBM, Google, Apple and Microsoft, according to Taipei Times, all of which have set individual targets for environmental stewardship. As such, the era of flying across the Atlantic for a two-hour executive meeting is likely in its dying days.

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