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Self-driving vehicle startups have often drawn skepticism for overpromising and underdeliveringsee: Argo AI and GMs Cruise subsidiary, both now in corporate junkyardsbut in early May, one of them achieved a milestone that had long eluded the industry: delivering a truckload of cargo for a paying customer on public roadswith no human behind the wheel. Auroras May 1 announcement that it had begun commercial deliveries for its first customers, Hirschbach Motor Lines and Uber Freight, on two autonomous semitrailer trucks between Dallas and Houston followed some eight years of work by the Pittsburgh-based firm. Aurora reached that milestone about half a year later than it had planned last year, owing to extra time needed to complete its safety case testing and self-certification. This is a multiyear journey, says Aurora president Ossa Fisher. A few months seemed minuscule in the grand scheme of both the opportunity that lies ahead of us and what came before. But barely two weeks after the announcement, the company was back to having safety operators sitting behind the wheels of the two trucks. In a May 16 company blog post, CEO and chairman Chris Urmson said one of its truck-manufacturing partners, Paccar, had requested that change because of certain prototype parts in their base vehicle platform. He wrote that after much consideration, Aurora respected their request and are moving the observer, who had been riding in the back of some of our trips, from the back seat to the front seat. [Photo: Aurora] The International Brotherhood of Teamsters, the union that represents drivers, would prefer to keep things that wayand has been lobbying lawmakers in such states as Texas, California, and Massachusetts to codify that in regulations. Our position is that all trucks should have human operator requirements, says Teamsters spokesman Matt McQuaid. A long road ahead Despite the upshift-downshift progress, however, Aurora is still farther down the road than other companies in this space. Gartner analyst Jonathan Davenport rates the company as significantly ahead of such competitors as Plus AI, which plans to inaugurate commercial service in 2027 and in early June announced plans for an initial public offering (its second attempt to do so). Aurora staged its IPO in 2021, which has allowed a much clearer view of its financials than whats available from the likes of another company to make self-driving vehicles a commercial reality: Waymo. And those numbers show that running an autonomous-trucking company isnt cheap: In the first quarter of 2025, Aurora reported a net loss of $208 million. On its Q1 earnings call in May, company executives predicted $175 million to $185 million in quarterly expenses and revenue in the mid-single digits over the rest of 2025. There’s a big difference between the operating cost today and the operating cost at scale, Fisher tells Fast Company. We are not making money on a per load basis today, and that’s public information. Auroras plans include not just scaling up its fleet but also upgrading its hardwarefor instance, deploying a more compact version of its FirstLight Lidar sensor. Shrinking the sensing equipment could also help Aurora move closer to its goal of bringing its self-driving technology to passenger cars. Chirs Urmson, CEO [Photo: Aurora] We’ll have a next-generation of trucks in a year, she says. We’ll go to tens of trucks and hundreds of trucks and thousands of trucks. And as we reach scale, that’s whn you get the performance metrics to be highly profitable. Davenport says the plan is indeed feasible, but has some doubts about the timeline. We’re still going to be two or three years, probably, he says. I would still classify it as probably in the development stage of R&D. Aurora and other firms in the sector benefit from a market problem that needs solving: Traditional trucking companies can’t hire enough drivers to meet demand. But even then, Gartner forecasts that autonomous trucks will make up under 5% of truck fleets worldwide by 2029. Either snow or rain or gloom of night In the nearer term, Aurora aims to expand its operating design domainthe conditions under which its trucks can rollbeyond the current requirement of clear daylight. If there’s rain in the forecast, some days we don’t launch, Fisher says. We’re working very rapidly to resolve any and all weather issues and see that happening later this year. Here, Aurora is following a common route for autonomous-vehicle projects: Start operations in ideal weather, then drive in increasingly less pleasant conditions. Waymo, for example, inaugurated service in sunny Phoenix, but when it opens for business in Washington sometime in 2026 its robotaxis will have to deal with a full spectrum of seasonal weather that, in the case of the occasional blizzard, should keep human drivers off the roads. Unlocking commercial nighttime operationwhen a driverless truck would theoretically see its greatest advantage, by virtue of not needing to sleepis also on the to-do list for later this summer, Fisher says. We’ve been driving in night for the last three years, she says of the firms testing. It is all about securing the evidence to close the safety case. Auroras system already handles limited driving on surface streets to connect highways with the companys terminals. There’s a few things like turning tight corners as an 18-wheeler. That’s harder to do than exiting a highway off-ramp, says Fisher. But it’s a very solvable problem. Other autonomous-trucking firms have opted to simplify their own operating design domain by staying off public roads. Kodiak Robotics, for example, launched self-driving commercial deliveries on private land in the oil-rich Permian Basin of Texas. Gartners Davenport also points to such closed environments as mines and ports as easier use cases for self-driving trucks. Autonomous haulage trucks in mines, for example, they’re already commonplace, he says. Aurora, however, is not just committed to operating on public roads but planning to expand its operations outside of Texas. Well be opening up to Phoenix later this year and then, from there, expanding across the south of the United States, Fisher says. But after 22 or so hours, a truck will have to refuel, which in the case of a truck with no driver means not any old truck stop will do. Aurora plans to build its own in Phoenix to start, after which the company plans to work with unspecified third parties on building facilities to refuel and inspect Auroras vehicles. [Photo: Aurora] Rules of the roads Starting operations only in Texas has simplified Auroras regulatory operating domain, but Fisher professes confidence in Auroras ability to secure more green lights from other states, starting with New Mexico and Arizona and even California, which in April released proposed rules for heavy-duty autonomous trucks. The more and more conversations we have, and honestly, the more miles we put on the driverless truck, the more welcoming folks are, she says. And so it looks like the tide may be changing even in California. Fishers case for Auroras safety on the roads evokes that of Waymo. Like that Alphabet subsidiary, Auroras vehicles fuse inputs from an array of lidar, radar, and camera sensorsa distinct contrast from Tesla, which just began very limited robotaxi services in Austin relying on a no-lidar, cameras-only system. Fisher emphasizes how each type of sensor helps provide a fuller picture: Radar excels in fog, lidar sees farther at night, cameras do better with up-close navigation. That approach to redundancy includes having two identical brains in the back of the cab plus a backup computer that can pull over the truck if the two primary computers fail. Aurora and other autonomous-mobility developers may not have to worry about state regulations if a provision in the Trump-backed budget-reconciliation bill that would preempt state-level rules on AIand therefore on self-driving vehiclessurvives negotiations between the House and the Senate and the notable opposition of some Republicans. Fisher, for her part, voices optimism about a federal framework that would allow verification of company safety cases by third-party auditors. Before [Transportation Secretary Sean] Duffy we thought anything at the federal level might be a decade away, she says. We’re now more optimistic that this could be a year or two away, and we would welcome that. In any regulatory regime, Gartners Davenport emphasizes that companies have to take safety even more seriously with freight trucksstopping distances for one are 65% longer than for a passenger car. The risk associated with operating an autonomous truck is so much greater, he says. But, the analyst adds, the need for automation is also much greater than in taxis: It’s the use case that actually makes the most economic sense.
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For architecture enthusiasts, a longtime dream may have just come within reach: A Frank Lloyd Wright home just hit the market, and it could be yours for a cool $2.5 million. The home, located in Jackson, Mississippi, was designed by Wright in 1948when the late architect was 81for a local oil speculator named J. Willis Hughes and his family. Originally called the Hughes House, the home has since adopted the nickname Fountainhead, courtesy of an elaborate backyard water feature and pool. (Wright was also said to have served as inspiration for Ayn Rand when she wrote her classic novel of the same name.) The three-bedroom home has more than 3,500 square feet of interior space and a scenic view from its position tucked into the wooded hillside. And, while Fountainhead may boast a hefty price tag today, it was originally made to be affordable. [Screenshot: Sothebys] The home is one of just around 60 houses that are considered Usonian, a style created and coined by Wright in the 1940s and 50s. Usonian homes were Wrights answer to the postwar era: Designed to be accessible to the American middle class, they tend to make use of simple layouts, open floor plans, and natural materials. Given that Wrights total portfolio of designs includes more than 1,000 buildings, this style is now considered quite rare. When approaching the homes design, Wright took his cues from the surrounding environment. The contours of the building site determined the homes parallelogram form, which is characterized by a multitude of low, horizontal leading lines. Furnishings like sofas, tables, beds, and dressers are all seamlessly built into the homes auburn wood walls. The parallelogram design is etched in the floors, and dictates the placement of walls, the size of the doors, and the shape of the spaces, the homes listing on Sothebys International reads. It goes on to note that Fountainhead was built with no stud walls in the house, no Sheetrock, brick, tile, or paint and boasts of exquisite, exceptionally durable Heart Tidewater Red Cypress wood for the walls and ceilings. According to a report from The Wall Street Journal, the house saw some fairly significant wear and tear during the 25 years that it served as the Hughes family residence. However, the most recent owner, architect Robert Parker Adams, alongside his former wife, Mary, devoted years to restoring the home to its former glory. Adams has lived at the property since 1979. Ive been here 40-something years; Ive had my experience, Adams told The Journal, adding that he hopes to share his experience and knowledge with the next owner.
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We often focus on the visible obstacles stopping women from getting ahead: pay inequality, missed promotions and opportunities, and those boardroom tables with not quite enough seats. Yet there is another, less-visible hindrance to womens career success: our internal habits, harder to name and even harder to shake. The opportunity passed over not because it was out of reach, but because our inner dialogue said it wasnt ours to take. The apology slipped into an email that didnt need one. The shrinking, the over-preparing, and the relentless self-editing. These arent flaws. They are learned responses to a system that taught women to be capable but cautious, competent but not disruptive, and yes, to have a voice, but not one that was too loud. These unexamined habits are shaping the careers we never meant to build. 1. Confusing competence with visibility The sabotage: Many women believe if they work hard enough, someone will notice. Excellence in silence is rarely rewarded. Doing exceptional work and not drawing attention to it isnt noble. Its often just an efficient way of handing credit to someone else. The insight: Hard work that goes unseen and waiting politely for ones turn builds resentment. Being good at your job isnt the same as being known for it, and in competitive environments, what isnt seen often doesnt count. How to avoid it: Dont wait to be discovered. Learn to self-promote and name what you do, so no one else gets to define it for you. Regularly share winsboth yours and those of othersin team settings. 2. Waiting for certainty The sabotage: This is self-doubt amplified. When it comes to promotions, unless almost every box is ticked, women are reluctant to put themselves forward. One unchecked box and its a hard stop . . . until next time. The insight: What if there is no next time? When rejecting an opportunity, what might the perception being sent to your boss be? Your boss isnt a mind reader, magically understanding your thoughts moving back and forth. Instead, they take it on surface value, assuming youre not so engaged or interested in being here. And hesitations compound over time: not just in missed opportunities, but in lost wealth, confidence, reputation, and influence. How to avoid it: Adopt a progress, not perfection mindset. Practice tentative boldness and redefine your readiness, taking steps forward and refining as you go. 3. Being modest with achievements The sabotage: Women often downplay workplace achievements, opting for humility over self-advocacy. The reluctance to self-promote is confused with bragging and arrogance. But being comfortable in naming your achievement is necessary for self-worth. The insight: What begins as humility can morph into invisibility. Habitually softening your impact and deflecting praise reinforces a narrative where your work is assumed rather than acknowledged. It can train those around you to expect performance without credit. Visibility isnt vanity. Its professional accountability. How to avoid it: Replace vague self-effacement with concrete contribution. Say, Heres what I contributed to that outcome, rather than, I just helped out a bit. Plus, adopt an internal mantra: Its not arrogance if its accurate. 4. Seeking career advice from the wrong counsel The sabotage: Turning only to people who mirror your fears instead of challenging your growth. Often these are friends, family, or colleagues. Their intention might be for the best, but they have a bias to protect. The insight: Whats the point? Friends and family often want to shield us from discomfort. But their advice can reflect their own fears, rather than your potential. And not every colleague has honorable intentions. Discussions like this can snowball, reinforcing not only why you shouldnt take up the opportunity, but any other advancements, ever. The validation might feel safer, but it doesnt help. Its damaging. How to avoid it: Seek advice from those who will challenge your thinking, not just nod along. Limit conversations that turn into bandwagoning. Seek to have actions as a result of purposeful career discussions, even if they are micro-moves. Take responsibility for your decisions: When coming to a decision, do you say, I have decided or My partner and I think more often? Clarity begins with ownership. 5. Being busy instead of strategic The sabotage: Investing in extra work tasks that dont pay dividends. This is saying yes to everything in the name of being helpful while it slowly erodes your capacity. The insight: Over-functioning is not the same as overachieving. The cost is invisibly paid in missed raises, burnout, and career stagnation. The perception of your busyness might be that you are not in control of your workload. How to avoid it: Be discerning and politely decline what dilutes your focus. Track value over volume and pick strategic tasks that upskill and serve your growth. Practice saying no not with guilt, but with respect for where youre headed.
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