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Tesla aspired to bring the automobile industry to its knees. Now the auto industry is giving it back

February 3, 2026 by usatoday24

Tesla has been held accountable to investors. His 2025 numbers have been bad. Pretty bad, in fact. So much so that it has confirmed the almost immediate cessation of the Tesla Model S and Model X, the cars that helped popularize the brand but whose sales are already minimal. It will make robots instead. It is confirmation of a much deeper problem. Bye. Elon Musk confirmed it a few days ago. Tesla will stop manufacturing its most expensive vehicles. The Freemont factory, where the company produces the Tesla Model S and Model will start producing humanoid robots Optimus. Without just a very sentimental message, as usually happens in the motor industrythe CEO of Tesla has practically treated these models as mere employees. The farewell is similar to that given to the classic worker who ends up at the exit door with a cardboard box in his hands to carry a photo of his children, three pens and the stapler that the company refused to buy. I can almost see the sleeve of the sweater sticking out and the shirt half removed from the pants. Deeper. Stopping production of its most expensive electric cars, no matter how few they sold, points to Tesla having a deeper problem: it wanted to reconvert the automobile industry. And, over the years, the automobile industry seems to be beating the company. To understand what we are talking about, we must take into account different variables: how Tesla carved out a niche for itself in the market, how it revolutionized automobile production and how that same revolution has put a back on the backpack that is becoming more complicated to handle every day. And, of course, how it is facing the same problems as every other automaker. His emergence. Building a car brand from scratch is complicated. Almost impossible, as many Chinese companies are experiencing firsthand. Tesla was born in 2003 and It wasn’t until 2020 when it was profitable each and every quarter of the same year. It was thanks to the sale of emissions credits and bitcoins. It wouldn’t be until later when it became profitable on its own selling electric cars. In those 17 years, the company was sustained with the help of investors, partnerships with companies like Toyota and aid from the United States Government. And if they managed to keep losing money for almost two decades, it was because they promised a differential technology, something that only they could deliver at that time. A groundbreaking vehicle for what was on the market. Aspirational. Tesla became an aspirational company. He Tesla Roadster (the only one that has existed so far) walked all over Hollywood and later the Tesla Model S and Model X they became neck-turning vehicles of worship. I still remember the first time I saw a Tesla store in Amsterdam and how that huge vertical screen in the sedan It attracted the attention of all of us who were there sightseeing. Both cars were confirmation that a company could put an electric car on the street with an autonomy that allowed travel, with a striking aesthetic at that time and unbridled power compared to combustion cars. It was a desirable brand, a status symbol. Millions of copies. The Tesla Model 3 and Model Y They were the next step. The key to making Tesla a profitable company on its own was to sell millions of copies. To put an “affordable” electric car on the road or, at least, much cheaper than the competition with equal benefits, Tesla showed off its Gigapress. This machine allows you to create huge body parts, much larger than competing machines. This allows Tesla to produce faster and at a lower cost. But it has a problem: it needs millions and millions of copies to make it profitable and take advantage of it. Each profound change in the part to be produced forces very long development times and excessively extended technical stops. Furthermore, it is not easy to create that first original piece. Disadvantages that have forced the design of Tesla cars to remain practically unchanged. Too seen. Being a slave to design is a problem in the automobile industry. Tesla thought it could sell the same car for years or decades, but time is telling it that customers like to see new things. When someone spends tens of thousands of euros on a car, they like it to look fresh and new. The purchase of a car is still marked by irrational and passionate concepts above all logic. A car, no matter how much it is sold like that, is not a mobile phone. It’s not a black turtleneck either. These are products that, with a perfected and standardized design, differ little from each other without being fashionable. But above all, they are products with a rapid renewal rate. The car, if all goes well, will be in our house for more than a decade, which is why we like to buy the latest things within our budget. Millions of copies of the Tesla Model 3, Model Y, Model S and Model with hardly any renovations they have diluted its novel image. Their cars have an aesthetic designed not to go out of style quickly but the customer needs to put new things in their mouths every so often. That is why generations in the automobile industry last between six and eight years, with a more or less profound renewal in the middle of the commercial life to boost sales again. And the competition tightens. Tesla thought he could turn the automobile into another consumer good. Elon Musk even promised sales of 20 million units per year. An outrage if we take into account that it is doubling the production of Toyota, the largest manufacturer in the world. This would be possible (and with many doubts) if its competitive advantage was so overwhelming that it left its cars in a position years ahead of the competition. But if we have seen anything since 2020, … Read more

The “Rider Law” aspired to improve the delivery of Spain. In the sector there are those who believe it has served the opposite

October 2, 2025 by usatoday24

Bit (Or very little) today has to do with today’s delivery sector, before the government approved the Legislative change that forced that Thousands of dealers stop being autonomous to swell the template of the platforms with which they operate. The known as ‘Rider Law’ He has marked the last years of the sector and has left a deep mark on both the service and in the hospitality. So deep, in fact, that in the middle of 2025 there are still voices that They question their effectiveness And they warn that it is harming Riders, websites, restaurants and customers. A “lose-lose ‘by quadruple”, They regret. What happened? That despite the over four years that have elapsed since its approval in Spain, The impact that he has had the measure at the community level and that his guidelines have been pending little by little Among companies, the ‘Rider Law’ still does not get rid of the controversy. A quick search arrives on Google to find news more or less recent than They question their effectsbut perhaps who has summarized its impact on the sector is Alejandro Hermo, CEO of the Hamburgueserías chain Goiko. Recently the manager, a voice with A certain weight In the guild, He exhibited on LinkedIn The blow that (in his opinion) is advising him the legislative change: “Delivery has been very complicated for a few months, impacting customers and restaurants.” What exactly has he said? More or less, that any past time was better. “We have gone from having a delivery system that worked as a clock, giving good service to customers and restaurants, to have a rigid, expensive and inefficient system that makes it almost impossible to cover with enough riders the peak hours, causing the restaurants to appear without service available or/and that the orders are late (if they arrive),” he laments in Your post The Goiko CEO. Is there more? Yes. Hermo assume that adapting to “such a drastic model” will require a certain “time”, but is also convinced that the service will never recover its “previous level.” “What is happening after the forced change of a model of autonomous Riders to 100% hired Riders is a ‘Lose-Lose’ by quadruple,” insists the manager before exposing why, in his opinion, the law harms both the distributors and the platforms, the restaurants and the clients themselves. Hermo warns that, when reconverting in wage earners, the first (the Riders) have seen how they diminished their income and the freedom to self -manage. Moreover, the manager is convinced that the change has “hindered” that they can access the most occasional the most occasional riders, those who only accepted orders to complete their economy, such as students. As for platforms such as Glovo or Justeat, Hermo warns that the increase in operational costs has subtracted flexibility to cover the ‘peak hours’. How does restaurants affect? In 2023, during An interview With the EFE agency, the businessman already warned that although the ‘Rider Law’ focuses mainly on platforms and hoteliers are only “a secondary actor”, in the long run they would end up being affected. Now confirm it. “Restaurants lose business and profitability,” summarizes its publication of LinkedIn, in which it slides that the legislative change has resulted for them in a less flexible and more expensive delivery service. “Thinking about our sector, we cannot afford at this time another torpedo in the flotation line of the restoration,” he remarks. The consequences for customers are from their obvious point of view: a less efficient delivery. “The service worsens because there are fewer restaurants available, it takes longer and reaches a worse condition. And it will eventually be more expensive per order to pay the model change party.” What does it propose? That platforms, distributors and administration “feel and be heard” to find a consensual exit. “The solution is not white or black, there must be intermediate points that approach the demands of both parties and serve as inspiration for other countries.” For Hermo the Delivery is only One more example of the new business model that do not have to be guided by the inherited guidelines of the twentieth century. “With their pros and cons, but they are less flexible than today is demanded.” Is it the only one to complain? No. And that’s why his reflection is even more interesting. Beyond the debate that accompanied the approval and entry into force of the ‘Rider Law’, in 2021, the discussion around the pros and cons of the measure have been maintained over the last four years. In August The newspaper asked To the spokeswoman for the RidersxDerechos Trade Union Platform, Núria Soto, if the collective is better today at work level than a five years. His answer was clear: “Yes, although it depends on who you ask.” “Riders have more rights, but also less income. And those without work permission who distributed renting accounts have been excluded from regularizations and have lost their source of income,” Soto warned. There are deeders that are even more blunt And they regret that the ‘Rider Law’ has sunk them even more in the “precariousness” that promised to free them. They have even been published academic studies that confirm how legislative change has had some unwanted effects, such as worsening of salaries or destruction of employment. Why that complaint now? The law is 2021, but it makes sense that the sector continues to pronounce today. After all, a good part of the Riders They were still not hired until not so long. This year however Glovo gave A key step by deciding that all their distributors become salaried. The decision was made after a few complex years, marked by large fines and The scrutiny of the authorities, and not without suspicion. “We will hire 20,000 workers, but they will gain less than as self -employed,” He warned in February Your CEO. According to The newspaperin August almost 70% of the packages that were distributed in Spain they did it through a delivery man with … Read more

The bride and groom have always aspired to share their lives under the same roof. Until the Til and Latin Couples arrived

September 2, 2025 by usatoday24

The schedule was very clear: a certain age one was looking for a relationship, lived a more or less long courtship and then (with a ‘yes I want’ through) The couple was going to live together. Today it is no longer about the bride and groom to cohabit before getting married (Many never do), but there are directly couples who do not even consider sharing. They do it starting from such a curious as challenging question for the fee: Do you have the love to bring yes or yes to coexistence? Is it true that ‘Casado, Casa wants’? What happened? Than couples They are changing. It is no novelty. Times change and with them society does, Demographybirth, labor opportunities, vital projects, the way of relating and concepts until not so much immovable as marriage or home. The INE is a good reflection of that transformation. Throughout the last years he has registered the increase of de facto couples and Unipersonal homesthe growing weight of those who They do not live With their ‘loves’ or The descent In the number of links, a phenomenon that arrives accompanied by a delay In weddings. Today the Spaniards married on average with 39.6 years. And the Spanish with 36.9. Three letters: Til. The term may not sound you, but reflects the reality of many Spanish relations (and other countries). Til are the acronym for Together in Life (“Together in life”), a label that serves to identify those couples that establish a mutual bond and commitment, form a common vital project, make future plans … but do not sleep under the same roof. The first is millimetrically adjusted to the traditional couple pattern. The second, no. Til couples break the fee in a fundamental aspect: coexistence. “The classic coexistence models are redefining and what a few decades ago could be seen as an exception, now socially accepted,” Explain Ana Domínguez, couples therapist, Welife. “Now they call it Til, but it is true that in consultation we see couples who, for different reasons, do not live together but maintain an affective bond and a deep level of commitment.” What characterizes them? The details may vary depending on the source that is consulted, but usually the TIL couples are characterized by two key features: the first is that their members do not share a roof; The second, that this lack of coexistence is not the result of a weaker level of commitment than those who wake up, eat and do their routine in the same house. In fact, often, the lack of prolonged coexistence is not even the result of a decision or a vital plan, but rather a ‘quo’ status established by couples to adapt to certain conditions or needs. And of course that lack of coexistence does not mean that the couple makes decisions for the team in team. “These types of couples do not choose non -coexistence as a permanent form, but assume it as a transitory or inevitable situation, maintaining a strong emotional connection, mutual support and joint planning of the future,” insists The expert. There is link and there is commitment, but there is a common roof. Different yes, simple no. Domínguez acknowledges that, as well as coexistence entails their challenges for couples, til relations face their own challenges, such as “the lack of shared daily life.” “Coexistence allows routines, small gestures and day to day, strengthens the connection. By not living together, those spontaneous moments are lost,” The therapist reflects. In fact, to compensate him encouraged to create rituals that can be kept at a distance. Of course, not everything is challenges. “When they are together, these couples spend quality time and are dedicated to enjoying each other without the disagreements of coexistence undergoing the relationship,” They point to The world From the Center for Psychology Mess Sana, which warns: “When this model of coexistence is not a free choice or born of fear and reserves, the relationship does not last long.” Another key term: Lat. To understand the phenomenon well we must become familiar with another concept: lat, acronym for Living Apart Together, “Living separate, but together.” The difference Between the til and lat relationships it is subtle and not all The definitions They draw it equally, but it is still important and above all it helps us to understand how relationships are being diversified. Both realities share a common feature, the lack of coexistence, but they differ in the vital approach of its members. There is who says That in Latin couples the commitment is more flexible, but its main characteristic is that the two parties live with an autonomy to which they do not consider renouncing. Without that, of course, suppose the couple having to break. Coexistence is simply not sought, even if there is nothing external that prevents it. “We look forward to it”. As an example is always understood that a definition is good to take an eye to the report What a few weeks ago dedicated The Sydney Morning Herald To Latin Couples, relations formed by people who have decided that a romance does not have to derive yes or yes in coexistence. Among others, its author chatted with Judy Wolff and Alex Ruschanov, who have been without cohabitation for about three decades, except in the occasions in which they have had to take care of each other by convalescences. “Every time we meet is like an event. It’s something we expect with illusion and something beautiful.” Both are around 70 years. She is a retired library. He a former merchant who shortly before knowing her, about 30 years ago, has just divorced and lived with two children who still went to school. “I remember telling Alex: ‘Look, you’re dating with me, not with my children.’ I wanted that to be apart,” He tells him. She had also shared a roof with an ex -partner for more than a decade, an experience that came out without wanting to repeat. Love = coexistence? That is … Read more

Renfe aspired to win 5,000 million euros with an AVE in the US copying Japan. His government has just kill him

April 16, 2025 by usatoday24

Unite the cities of Dallas and Fortworth with Houston. That is the project with which Renfe hoped to continue growing in his international projects. The construction of a high -speed line for just 386 kilometers that allows these cities to be connected in just 90 minutes. The project allows to connect the two most important Texas cities with a train that travels to 386 km/h, according to You can read on the Renfe website. The Spanish company has presented this project as Texas Advisor Central Railroadoffering their experience in “the stages of development, design and construction and in the commercial operation (operations, maintenance, promotion and sale of tickets)”, according to the company’s own words. Renfe went up to the train of this project in 2018 and his involvement grew in 2021 when he signed the contract to become an infrastructure operator. With this new high -speed line I expected to win more than 5,000 million euros from here to 2042, when the contract expired. However, the United States government has withdrawn all funds. A dead point project “I am pleased to announce that Fra and Amtrak agree that the financing of this project is a waste of taxpayers’ funds and a distraction of Amtrak’s main mission to improve their existing deficient services,” The statement indicates Sent by the United States Department of Transport. The words are from Sean Duffy, Secretary of Transportation of the country that has withdrawn the 63.9 million dollars of subsidy that the Federal Railway Administration (FR) dedicated to the high -speed railway corridor of Amtrak Texas, previously known as the Texas Central Railroad project. In the published information, Duffy emphasizes that the project was born with an exclusively private spirit but that with delays and unforeseen costs increased significantly. So much that they estimate that you can go to the 40,000 million dollars “What makes the construction unrealistic and a risky company for the taxpayer”, in words expressed in the statement. The high speed project to join these two cities re -enters the dead and is a setback for the Spanish company. They explain in Five days that Renfe became part of it in 2018, first with a job of Advice and Line Design. In 2021, The contract was extended and made the Spanish company a future operator of the same with which he hoped to win 5.3 billion euros before 2042. However, the issues With this high -speed line they had been accumulating long before. The creation of this line has its origin in 2009 under the company Lone Star High-Speed Rail LLC. Three years later, the company changed its name to Texas Central Railway. After verifying that the costs were fired, it was accepted that public capital supported the project. In spite of everything, the calendar has breached again and again. Environmental and security permissions should have been achieved in 2020 but delays have been added to which the colon of the coronavirus crisis and an expropriation of land that follows in the courts have been added. In 2017, the United States government with Donald Trump to the head included the project as “a national transport infrastructure priority,” they point out in Five daysand with Joe Biden in command of the country State funds from the Infrastructure Plan were allocated To keep the project alive. Now, in Trump’s second term, the Department of Transportation has canceled it. Until now, the plan went to implement a small -scale replica of the famous rail system of Japanese high speed tokaido shinkansenoperated by Central Japan Railway Company (JRC). Thus, the train It could reach 386 km/h peak speed and join Dallas and Fortworth (separated by about 50 kilometers) with Houston in 90 minutes. You wanted to establish a regular service with a train every 30 minutes. Photo | Xataka In Xataka | Japan has just discovered one of the most lucrative businesses of your bullet train: the sale of food carts

The 1803 map that aspired to summarize the entire history of humanity

March 21, 2025 by usatoday24

He 19th century It is still today one of the most fascinating periods in history. It produced numerous ideological, political and technical revolutions that forever shaped contemporary times. At the same time, he opened the doors of a world, expanding numerous discoveries, contacts between various civilizations and scientific advances. The change was structural and all levels. Hence the cartography also evolved. The dawn of modernity were plagued by graphic innovations that would give way to the cartographic crafts of our time. It was no longer simply to represent the world (after the century it would already be practically explored and uncovered in its entirety), but to locate the human being in it. Nature tamed, wasn’t it time for map To humanity itself? We have already seen how Illustrators like JH Colton either John B. Sparks They tried to do so through an innovative format: the river, a continuous current since the beginning of the times of which They would break down tributaries in the form of cultures and civilizations. Those were imaginative and prisoners of their time, plagued by a rampant Eurocentrism and full of historical and political clichés. However, they were interesting for themselves, because they aspired to capture in a single graph the passage of time. All the time. The work of both, but especially of Colton, would contribute to expand the explanation of history and social geography through graphic tools. But it wasn’t seminal. Such honor may correspond to the author of the probably first histomapa always: Friedrich StrassAustrian cartographer. Entitled Der Strom der Zeiten (The current of time), The Enlightenment would see the light as soon as 1803, time before Napoleon had raised his empire. The excellent graphic and bold finish of the representation would enjoy great success, being translated into several languages and serving of remote influence for other activists, educators, geographers and illustrators (From Emma Willard until Eugene pick). Der Strom der Zeiten I drank in part of Joseph Priestly’s ideasBritish philosopher, and aspired to capture a vertical understanding of the history of human beings. Under the title of “History of the World”, part of a gray nebula of which cultures already known by then. The Greeks, the Assyrians, the Italians, the Chinese or the Phoenicians. Strass focuses your attention in European peoples and cultures, marginalizing the development or prominence of African or Asian empires. The beginning of everything. (David Rumsey Collection) Detail of the first villages. (David Rumsey Collection) The importance of the Roman Empire. (David Rumsey Collection) It was a common evil of the illustrators, intellectuals, scientists and European thinkers of the time. China and India monopolized half of the world’s population and half of its economic production for centuries. However, the Strass river quickly focuses on The Roman Empire Like the Muñidor of so many civilizations of the present, and from which numerous central states would arise to the development of Europe, such as Spain or France. Eastern cultures. (David Rumsey Collection) Latin kingdoms. (David Rumsey Collection) Taxes arise, unify and disappear as time progresses. Strass’s historical gaze was essentially elitist: he listed the monarchs and leaders based on their possessions (Felipe II and Carlos V become the longest river tributary of their time) in chronological way. To the right are felt Asian civilizations. Others, such as African or American, do not even appear. Der Strom der Zeiten It is an incomplete map of human history, but one of great relevance for the development of a different look at the passing of time and the position of the human being in it. And next to all this, it is still beautiful today. In Xataka | The way in which each European language counts up to 99, explained in an interesting map In Xataka | The lunar map of Johannes Hevelius, the first satellite cartography published in 1647

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