Tesla’s planned robotaxi launch in tech-friendly Austin has Musk playing catch-up in his hometown
The Texas flag flies outside TDECU Stadium in Houston, Oct. 21, 2023.
Tim Warner | Getty Images Sport | Getty Images
Tesla’s long-awaited entry into the robotaxi market — expected later this month — is coming to Austin, Texas, which has emerged as a key battleground for self-driving technology.
CEO Elon Musk wrote in a post on X last week that the company has been testing Model Y vehicles with no safety drivers on board in the Texas capital for several days.
Tesla’s Austin robotaxi service will kick off with 10 vehicles and expand to thousands, moving into more cities if the launch goes well, Musk said in a May 20 interview with CNBC’s David Faber.
But while the market remains nascent, Tesla already faces a hefty amount of competition.
The electric vehicle maker is one of several companies using Austin as a testing ground and debut market for self-driving technology. They’re all taking advantage of Austin’s robotics and AI talent, tech-savvy residents, affordable housing relative to other technology hubs and a city layout with horizontal traffic lights and wide roads that makes it particularly conducive to mapping software.
But the biggest reason they love Texas may be the state’s robotaxi-friendly regulation.
Volkswagen Group of America starting its first autonomous vehicle test program in Austin in July 2023.
Courtesy: Vokswagen AG
Already in Austin are Alphabet’s Waymo, Amazon’s Zoox, Volkswagen subsidiary ADMT, and startup Avride.
Waymo began offering robotaxi rides in Austin with Uber in March. Zoox started testing there last year, while ADMT has been testing Volkswagen’s electric ID vehicles in the city since 2023. Avride is headquartered in Austin and is testing its autonomous vehicles and delivery robots in the Texas capital. Avride said it plans to begin offering paid robotaxi rides in the city later this year.
“The winners of the space are emerging, and it’s just a matter of scaling,” said Toby Snuggs, head of sales and partnerships at Avride.
According to Uber, its Austin launch with Waymo has proved successful thus far. Uber CEO Dara Khosrowshahi told investors in May that riders are choosing the robotaxis over regular cars, and the company is preparing to scale its Austin autonomous fleet to hundreds of vehicles in the coming months, ahead of a robotaxi expansion into Atlanta later this year.
“These approximately 100 vehicles are now busier than over 99% of all drivers in Austin in terms of completed trips per day,” Khosrowshahi told investors in May.
Avride, which spun out of former parent company Yandex last year, has delivery robots in a fleet of about a dozen Hyundai Ioniq 5 vehicles in downtown Austin. The company said it plans to expand its Austin fleet to 100 vehicles later this year and aims to begin offering robotaxi rides in Dallas with Uber in 2025.
Tesla primarily relies on camera-based systems and computer vision to navigate its vehicles rather than the Waymo model of using sophisticated sensors such as lidar and radar. Tesla’s “generalized” approach to robotaxis is more ambitious and less expensive than Waymo’s, Musk said during Tesla’s first-quarter earnings call with investors in April. Musk has been promising Tesla investors that a self-driving car is on the way for roughly a decade and has repeatedly missed self-imposed deadlines.
“There’s probably a lot of ways it can be done, but we’re the only ones that have done it,” Waymo co-CEO Tekedra Mawakana told CNBC’s Deirdre Bosa in May. “We’ve been doing it 24 hours a day for almost five years. And so to us, it’s really important to focus on safety … and then cost — not cost and then safety.”
“You have to be able to see at night, you have to be able to have this vision that’s better than humans,” Mawakana said.
‘Friendly’ regulation
In addition to Austin, Phoenix is an AV hub for companies such as Waymo, which has been testing in the region since 2016. Waymo and the auto manufacturer Magna International announced in May that they plan to double robotaxi production at their new plant in the Phoenix suburb of Mesa by the end of 2026.
The San Francisco Bay Area, where Google began working on its self-driving car project in 2009, also has a large fleet of Waymo vehicles. Waymo opened its paid ride-hailing service to all local users almost a year ago, and said earlier this year that it’s expanding its service to include another 27 square miles of coverage in the region. Zoox is also testing in San Francisco.
While Tesla was started in the Bay Area, Musk moved its corporate headquarters to Austin in late 2021. In California, regulators at individual municipalities closely control where and how companies can operate autonomous vehicles. Texas has more relaxed regulations that benefit AV companies.
When Waymo decided on Austin, it “looked at the operational structure and how friendly the regulatory environment is,” said Shweta Shrivastava, Waymo’s senior product and strategy executive. “It’s a tech-forward city — there’s a lot of openness in terms of welcoming and adopting new technologies, so that’s been great.”
Tesla CEO Elon Musk speaks at the Tesla Giga Texas manufacturing “Cyber Rodeo” grand opening party in Austin, Texas, on April 7, 2022.
Suzanne Cordeiro | AFP | Getty Images
Part of that friendliness is a 2017 Texas law that prohibited municipalities from regulating autonomous vehicles, giving the state full authority.
“It’s not like California, where you have certain regulations in LA, separate regulations in San Francisco, and municipalities between,” said Yulia Shveyko, Avride’s head of communications. “In Texas, it’s the same all across the state, and this is one of the great things about being here as an operator.”
The state is responsible for establishing the framework for autonomous vehicle operation, which includes that AVs must adhere to the same regulations as traditional vehicles, including registration, insurance and compliance with traffic laws. Texas law also requires AVs to have data recording systems to document potential accidents and incidents.
The Texas Department of Transportation’s “role is to work with autonomous vehicle (AV) companies on what is needed to ensure the state’s infrastructure is prepared for the safe and efficient rollout of AVs,” a spokesperson said in an emailed statement.
Texas law allows for AV testing and operations on Texas roadways, “as long as they meet the same safety and insurance requirements as every other vehicle on the road.”
Companies are choosing to test their AVs in Austin because of its “lower barriers both in terms of regulation and the acceptance by consumers in the area,” said Wassym Bensaid, chief software officer at EV maker Rivian.
“This is really what makes Austin and San Francisco more open to this technology,” Bensaid added. Rivian in March rolled out a “hands-free version” of its driver-assistance system for highway driving, and the company plans to have an “eyes-off-hands-off” system available by the end of next year, Bensaid said.
A drone view shows the Tesla gigafactory in Austin, Texas, U.S., May 2, 2025.
Eli Hartman | Reuters
Texas’ transportation department created an AV task force in 2019. Formal meetings take place two to four times per year. Members of the task force include representatives from other agencies in the state and public entities as well as key industry stakeholders, its website says.
Waymo is an active member of the task force, the company confirmed.
The state’s transportation department didn’t respond to CNBC’s requests for further information about the task force.
Waymo has built goodwill with Austin officials by engaging with Texas stakeholders since it began testing in the city in 2015, the company told CNBC.
Known then as Google’s self-driving car project, the company started driving on Austin streets a decade ago with safety drivers on board.
Waymo closed Austin operations in 2019 to focus on its testing efforts in Phoenix, the spokesperson said, adding that it returned in March 2023, when the company’s technology was “more mature.”
Long before Waymo began testing in Austin, University of Texas at Austin’s Peter Stone entered his team’s vehicle in the Defense Advanced Research Projects Agency Urban Challenge in 2007. Stone is the director of the Learning Agents Research Group at UT, and his team’s entry was called Austin Robot Technology — one of the first deployments of a partially automated driving system on the streets of Austin.
Stone has been at the university for 23 years and has taught several students who are now employees at Waymo and other car companies, he said. Advancements in machine learning and years of testing have contributed to companies such as Waymo being able to navigate roads better than some human drivers, he said.
Lone Star influence
Officials from around the U.S. and the world are looking to Texas as a model for self-driving regulations, experts said. Some regulation, however, is still being sorted out.
Lewis Leff, City of Austin assistant director, said that more cities are reaching out to ask, “How do you handle these situations?” Cities that have inquired include New Orleans and Nashville, Tennessee, as well as some outside the U.S., Austin officials told CNBC.
“We were in Japan launching our service with Rakuten earlier this year and the minister of economics, and the questions they were asking was, ‘What is the regulation in Texas like?'” Avride’s Snuggs said.
Meanwhile, the AV industry is pushing for federal-level standards that would ease regulatory uncertainty around putting new tech on public roads. In Tesla’s third-quarter earnings in October, Musk said that should Donald Trump win the coming election, he would use his influence with the administration to push for federal AV regulation.
U.S. Transportation Secretary Sean Duffy speaks during a news conference on May 20, 2025 in Austin, Texas.
Brandon Bell | Getty Images
As president, Trump and his transportation secretary, Sean Duffy, have both been supportive of federal-level standards, Waymo’s Mawakana told CNBC in May, adding that she’s “optimistic” it will be arranged sometime during this presidential term. Waymo supports proposed federal frameworks for national safety standards and has voiced that support to the Trump administration, a company spokesperson said.
“Now’s the time,” Mawakana said, pointing to places such as China, which invests in AV supply chains and grants and has federal AV rules. “We should be in the exact same position.”
‘Changing environments’
The concentration of regulatory power, however, comes with some concern that cities will be mostly powerless should issues arise, experts said.
A state senate transportation hearing in September addressed the lack of regulation in Texas for driverless vehicles.
“To many of our first responders communities, this is new territory for them,” Democratic Texas state Sen. Sarah Eckhardt reportedly said at the hearing. “I mean pulling over an autonomous vehicle, you know, what do you do? An autonomous vehicle in an accident, what do you do?”
In one example, Houston city officials reportedly faced delays in enforcement instructions from state regulators after Cruise cars caused a backup on the city’s Montrose Boulevard in 2023.
Texas has at least 17 companies that have deployed or tested on roads, said Nick Steingart, director of state affairs at Alliance for Automotive Innovation, at the state hearing.
“As the technology matured and evolved, we fully expected that the laws would evolve as well,” Steingart said.
The state is considering legislation that may provide some clarity, according to Austin’s transportation department.
Several AV companies in Austin have safety protocols and proactively work with local first responders. Zoox, for example, has held trainings with first responders and met with city officials, a spokesperson said. But there is technically no requirement for AV companies to engage with emergency services, Austin officials confirmed.
Companies hoping to succeed in Texas often begin their conversations with the state by focusing on safety first, Austin’s Leff said. “They note their technology can recognize a fire vehicle or a hand signal, so there’s a lot of focus on things like that,” he said.
Austin’s transportation department has been collecting information about incidents that pose a risk to public safety and relaying that data to the appropriate operators, the city said. It places “all reports we receive about AV incidents into our dashboard, about half of which over time have come from our city department colleagues,” city officials said.
Waymo launched its ride-hailing service in Austin, Texas, a hotspot for autonomous vehicle testing, in March.
Jennifer Elias | CNBC
Waymo, which has become one of the most visible leaders in the robotaxi market, has said it has made safety a priority. Mawakana and co-CEO Dmitri Dolgov told employees at a November all-hands meeting that they should scale up as aggressively as possible but do so with safety at the forefront of all their efforts, people familiar with the matter told CNBC. The people asked not to be named because they were not authorized to speak publicly.
Waymo tracks incidents involving its vehicles but doesn’t share city-level data publicly, a company spokesperson said.
With Texas regulation around AVs relatively lax, some AV makers worry what impact a collision by one of the players in the state could mean for the entire industry.
“It takes a long time to earn trust, and it doesn’t take that long to lose it,” Mawakana said. “There can always be an overreaction by regulators — their job is to protect the public.”
Already, the AV industry has suffered a number of black eyes. General Motors shut down its Cruise robotaxi service in December after one of its vehicles dragged a woman 20 feet on a street in San Francisco in 2023. Uber also pulled out of the self-driving space after one of its self-driving test vehicles struck and killed a woman in Arizona in 2018.
In Austin, a woman posted a TikTok video in April showing a Waymo vehicle that she said had abruptly stopped underneath a highway with her and another passenger inside. After other cars began honking at them, they contacted customer support for help but were told the Waymo couldn’t be moved. The woman said the car locked the passengers inside until they threatened to go live on TikTok.
“Now we’re walking,” the woman says in the video, “and our Waymo is still there. This is insane.”
Riders “always have the ability to pause their ride and exit the vehicle when desired by pulling the handle twice — once to unlock and another to open the door,” a Waymo spokesperson said in response to the video.
Despite such incidents, UT’s Stone said he thinks cities are being overly cautious.
“The standard people are aiming for is perfection, and the standard they should be aiming for is better than people,” he said. “A fatal car accident rarely makes the local news, but if autonomous cars reduce that number, it should be seen as a huge societal win.”
— CNBC’s Lora Kolodny and Deirdre Bosa contributed to this report.
WATCH: Waymo co-CEO on 10 million driverless rides and Tesla’s coming robotaxi challenge
Tesla displays Optimus next to two of its vehicles at the World Robot Conference in Beijing on Aug. 22, 2024.
CNBC | Evelyn
Tesla’s vice president of Optimus robotics, Milan Kovac, said on Friday that he’s leaving the company.
In a post on X, Kovac thanked Tesla CEO Elon Musk and reminisced about his tenure, which began in 2016.
“I want to thank @elonmusk from the bottom of my heart for his trust and teachings over the decade we’ve worked together,” Kovac wrote. “Elon, you’ve taught me to discern signal from noise, hardcore resilience, and many fundamental principles of engineering. I am forever grateful. Tesla will win, I guarantee you that.”
Tesla is developing Optimus with the aim of someday selling it as a bipedal, intelligent robot capable of everything from factory work to babysitting.
In a first-quarter shareholder deck, Tesla said it was on target for “builds of Optimus on our Fremont pilot production line in 2025, with wider deployment of bots doing useful work across our factories.”
During Tesla’s 2024 annual shareholder meeting, Musk characterized himself as “pathologically optimistic,” then claimed the humanoid robots would lift the company’s market cap to $25 trillion at an unspecified future date.
In recent weeks, Musk told CNBC’s David Faber that Tesla is now training its Optimus systems to do “primitive tasks,” like picking up objects, open a door or throw a ball.
Competitors in the space include Boston Dynamics, Agility Robotics, Apptronik, 1X and Figure.
Kovac had previously served as the company’s director of Autopilot software engineering. He rose to lead the company’s Optimus unit as vice president in 2022.
Musk personally thanked Kovac for his “outstanding contributions” to the business.
Tesla didn’t respond to a request for comment.
President Donald Trump holds a news conference with Elon Musk to mark the end of the Tesla CEO’s tenure as a special government employee overseeing the U.S. DOGE Service on Friday May 30, 2025 in the Oval Office of the White House in Washington.
Tom Brenner | The Washington Post | Getty Images
Tesla has been facing massive challenges trying to get back on track after a disastrous first quarter. Those headwinds strengthened considerably this week.
CEO Elon Musk officially concluded his term with the Trump administration at the end of May, hitting the 130-day mark, the maximum time allowed for a “special government employee.” On his way out the door, Musk expressed sharp criticism of the Trump’s signature spending bill that’s being debated in Congress due to its expected impact on the national debt.
What started off as a policy disagreement quickly escalated into an all-out online brawl, with Musk and President Donald Trump hurling insults at one other from their respective social media platforms. After Musk called the “one, big beautiful bill” an “abomination” and rallied his followers on X to “kill the bill,” Trump said Musk had gone “CRAZY” and threatened to end government contracts and cut off subsidies for Musk’s companies. Musk responded, “Go ahead, make my day.”
The rift sent Tesla shares plummeting 14% on Thursday, wiping out roughly $152 billion in value, the most for any day in the company’s 15 year-history on the public market. While Musk is still the richest person in the world on paper, his net worth plunged by $34 billion, according to Bloomberg’s Billionaires Index.
More importantly, the spat brought about the collapse to a relationship that blended business, politics and power in a manner virtually unprecedented in U.S. history. The ramifications to Tesla, which fell out of the trillion-dollar club on Thursday, could be severe, and not just because Trump is reportedly considering selling or giving away the red Model S he purchased in March after turning the White House lawn into a Tesla showroom.
A senior White House official told NBC News on Friday that the president was “not interested” in having a call with Musk to resolve their feud.
Ire from the Trump administration could influence everything from future regulation, investigations and government support for Tesla, to decisions on tariff exemptions the company has been seeking in order to purchase Chinese-made manufacturing equipment.
Tesla shares were badly underperforming the broader market before the Musk-Trump breakup. Revenue slid 9% in the first quarter from a year earlier, with auto revenue plummeting 20%, due to the combination of increased competition from lower-cost EV makers in China and a consumer backlash to Trump’s political activities and rhetoric.
It’s certainly not what Tesla shareholders were expecting, when they sent the stock up about 30% in the days following Trump’s election victory in November. After spending close to $300 million to return Trump to the White House, Musk was poised to have a major role in the administration and be in position to push through regulatory changes in ways that benefited his companies.
Instead, his company has suffered, and Musk’s behavior is largely to blame.
One of his most divisive actions in leading the Trump administration’s Department of Government Efficiency (DOGE) was the dismantling of USAID, which previously delivered billions of dollars of food and medicine to more than 100 countries.
Beyond the U.S., Musk has endorsed Germany’s far-right extremist party AfD, and gave a gesture that many viewed as a Nazi salute at an inauguration rally.
In response, in recent months, there were numerous cases of vandalism or arson of Tesla facilities or vehicles in the U.S., as well as waves of peaceful protests at Tesla stores and service centers in North America and Europe.
Advertisements in protest of Musk have appeared in New York’s Times Square, and at bus shelters in London, urging people to boycott Tesla, some labeling the company’s EVs as “swasticars.” The Vancouver International Auto Show even removed Tesla from its exhibitors’ list fearing the company’s presence would cause safety problems.
On top all that are President Trump’s sweeping tariffs, which have led to concerns that costs will increase for parts and materials crucial for EV production. In its first-quarter earnings report in April, Tesla refrained from promising growth this year and said it will “revisit our 2025 guidance in our Q2 update.”
Board is mum
Pension funds that invest in Tesla have said the “crisis” at the company requires a leader to work a minimum of 40 hours per week to focus on solving its problems.
Public officials are echoing that sentiment, and calling on Tesla’s board to take action.
New York City Comptroller Brad Lander said on Thursday in s statement to CNBC that the “schoolyard fight” between Trump and Musk highlights how “Tesla’s weak accountability measures and poor governance threaten not only the company’s financial stability and shareholder value, but also the future of homegrown EV production.”
Brooke Lierman, comptroller of Maryland, told CNBC in an email that the company’s board “is not doing its job to ensure that there is a CEO at Tesla who is putting the company’s interests first.”
Since Musk’s name is synonymous with Tesla, the board needs to ensure that Tesla can stand on its own regardless of who’s leading the company, she added.
“Musk’s behavior continues to threaten the future of Tesla,” Lierman said. “As long as Tesla is identified with Elon Musk and he continues to be a polarizing figure, he will continue to damage the brand which is a huge part of Tesla’s value.”
Musk didn’t respond to a request for comment. CNBC also reached out for comment to board chair Robyn Denholm and directors and executives who work in government relations and in the office of the CEO. None of them responded as of the time of publication.
Elon Musk interviews on CNBC from the Tesla Headquarters in Texas.
CNBC
Tesla investors focused on business fundamentals are justified in their skepticism.
The company has failed to roll out innovative and affordable new model EVs, while Chinese competitors like BYD have flooded the market, particularly in Europe.
Analysts at Goldman Sachs on Thursday lowered their price target on Tesla mostly due to the outlook for 2025. Deliveries this quarter are tracking lower for the U.S., the analysts noted, while European sales saw a 50% year-over-year decline in April and another double-digit drop in May. China sales from those two months were down about 20% from a year earlier.
Quality is also a problem. Tesla has announced eight voluntary recalls of the Cybertruck in 15 months due to a range of issues including software bugs and sticking accelerator pedals.
Robotaxi ready?
Musk is urging investors to largely ignore the core business and look to the future, which he says is all about autonomous vehicles and humanoid robots.
But even there, Tesla is behind. In AVs the company has ceded ground to Alphabet’s Waymo, which is operating commercial robotaxi services in several U.S. markets. After a decade of missed deadlines, Musk has promised a small launch of a Tesla driverless ride-hailing service in Austin this month.
The Austin robotaxi service will operate in a geofenced area, Musk said in a recent interview with CNBC’s David Faber, and will begin with a small fleet of just 10 to 20 Model Y vehicles with Full Self-Driving (FSD) Unsupervised technology installed. If all goes well, Musk has said, Tesla will try to rapidly expand its driverless offerings to other markets like San Francisco and Los Angeles.
What consumers won’t be seeing anytime soon are the Cybercab and Robovan vehicles that Tesla touted at its “We, Robot” event last year to drum up customer and investor enthusiasm.
On Friday, Milan Kovac, Tesla’s vice president of Optimus robotics, announced he was leaving after joining the company in 2016. Musk thanked him for his “outstanding contribution” in a post on X.
Still, there are plenty Tesla bulls and Musk fanboys who are believers in the CEO’s vision. The stock’s 4% rebound on Friday is a sign that some saw an opportunity to buy the dip.
“I think the real story here is the investor base of Tesla literally doesn’t care about anything,” Josh Brown, CEO of Ritholtz Wealth Management and CNBC PRO contributor, told CNBC’s “Halftime Report” Friday. “This is still a nothing matters stock.”
FundStrat’s Tom Lee said the Tesla selloff was “overdone.”
Tesla’s market cap, which is dramatically inflated relative to every other U.S. car maker, is built on Musk’s vision of Tesla’s Optimus humanoid robots doing factory work and babysitting our children, while self-driving Cybercabs and Robovans make money carting around passengers.
Morgan Stanley’s Adam Jonas wrote in a note this week that, “Tesla still holds so many valuable cards that are largely apolitical,” pointing to what he sees as the company’s “AI leadership, autonomy/robotics, manufacturing, supply chain re-architecture, renewable power, [and] critical infrastructure.”
In terms of Tesla’s existing business, the most immediate impact from what’s happening in Washington D.C., is the rollback of EV credits in the current budget bill that Musk loudly opposes and that’s struggling to find sufficient support in the Senate. There’s also the matter of the tariffs and whether Tesla is able to get preferred treatment, a proposition that seems increasingly unlikely with the Musk-Trump fallout.
Matthew LaBrot, a former Tesla staff program manager, told CNBC that he’s not surprised that Musk blew up his relationship with the president. LaBrot was terminated earlier this year after sending an open letter in protest of Musk’s divisive political activity.
“I am devastated for the country and the climate, though Elon only has himself to blame,” LaBrot said in an interview. “Back a loose canon, expect stray canon fire.”
Tesla investors can’t know at the moment how much of Musk’s energy and time will now return to his lone public company, and the business responsible for the vast majority of his wealth. Even without politics, he still has SpaceX, AI startup xAI and brain tech startup Neuralink, among other businesses.
As of Thursday, Musk still had a West Wing office that hadn’t been cleaned out, two administration officials told NBC News. The space will likely be packed up in the coming days, one of the officials said.
And while his time in the Trump camp may be over, Musk has called on his followers to form a new party in the U.S.
“Is it time to create a new political party in America that actually represents the 80% in the middle?” he wrote on X on Thursday, in a post that’s now pinned at the top of his page. According to the post, 80% of 5.6 million respondents to the unofficial poll said “yes.”
Musk’s actions this week may have caused a permanent rift with the president. But one thing is clear — his company can’t get away from the White House.
The Docusign Inc. application for download in the Apple App Store on a smartphone arranged in Dobbs Ferry, New York, U.S., on Thursday, April 1, 2021.
Tiffany Hagler-Geard | Bloomberg | Getty Images
Shares of DocuSign tanked 18% in trading on Friday, a day after the e-signature provider reported stronger-than-expected earnings but slashed its full-year billings outlook.
Here’s how the company performed in the fiscal first quarter, compared with estimates from analysts polled by LSEG:
- Earnings per share: 90 cents, adjusted, vs. 81 cents expected
- Revenue: $764 million vs. $748 million expected
Billings, a closely-watched sales metric, came in at $739.6 million in the fiscal first quarter, which ended April 30. That was lower than the $746 million expected by analysts, according to StreetAccount. It also fell short of the company’s own forecast, which guided for billings between $741 million and $751 million.
For the current fiscal year, DocuSign said it expects billings of $3.28 billion to $3.34 billion, down from a range of $3.3 billion to $3.35 billion.
In the first quarter of DocuSign’s 2026 fiscal year, revenue jumped 8% year over year to $764 million. Subscription revenue increased 8% from the same period a year ago to $746.2 million.
DocuSign reported net income of $72.1 million, or 34 cents per share, compared to net income of $33.8 million, or 16 cents per share, a year earlier.
For the fiscal second quarter, the company expects revenue to be between $777 million and $781 million, compared to consensus estimates of $775 million, according to LSEG. For the full fiscal year, DocuSign projected revenue of $3.15 billion to $3.16 billion. Analysts were expecting $3.14 billion, according to LSEG.
The company also announced an additional $1 billion stock buyback, taking its share repurchase plan to $1.4 billion.
DocuSign shares are down more than 16% year to date.
WATCH: AI-efficient and flush with capital: 2025 startups and a VC’s advice to founders
-
Sports3 years ago‘Storybook stuff’: Inside the night Bryce Harper sent the Phillies to the World Series
-
Sports1 year agoStory injured on diving stop, exits Red Sox game
-
Sports2 years agoGame 1 of WS least-watched in recorded history
-
Sports2 years agoMLB Rank 2023: Ranking baseball’s top 100 players
-
Sports4 years ago
Team Europe easily wins 4th straight Laver Cup
-
Environment2 years agoJapan and South Korea have a lot at stake in a free and open South China Sea
-
Environment2 years agoGame-changing Lectric XPedition launched as affordable electric cargo bike
-
Business3 years agoBank of England’s extraordinary response to government policy is almost unthinkable | Ed Conway