Netflix CEO co-founder declares telework lacks positive - Netflix CEO Reed Hastings finds no positive aspects to telework, the labor formula that has been imposed internationally by the pandemic and that the most responsible for the series and film platform seems to have "nothing positive" , as he noted in an interview with The Wall Street Journal.

"I do not see anything positive. Not being able to meet in person, especially internationally, is purely negative, "Hastings told the WSJ, in an interview in which he was" super impressed " by the sacrifices that many people have made because of the pandemic, and said he will return his employees once he has a majority of the staff vaccinated against COVID-19.

Interestingly, Netflix has been among the most productive among the major technological americans —comparing your revenue with regard to the number of employees in the second quarter of 2020 compared to Amazon, Microsoft, Apple, Facebook, Alphabet (Google) and Twitter—, as until June generated revenues of 6.148 billion us $ 8.600 employees, 714.000 dollars per employee compared to the 670.600 per worker in the previous quarter, according to data gathered by Business Insider Spain.

The chief executive of the platform, who has just published a book on Netflix's strategy entitled Here There are no rules: Netflix and the culture of reinvention, written with Business School teacher Erin Meyer, does not believe that the pandemic will lead to a widespread spread of remote work, although he does believe that it will spread on at least one day of the work week.

Netflix CEO co-founder declares telework lacks positive

"The five-day work week will become four days in the office and one virtual from home. I bet many companies will end up like this," he said.

The Netflix executive's view contrasts with decisions by other companies, such as Twitter, which announced in May that it will allow most of its employees to work from home indefinitely even when the pandemic passes; while Google and Facebook do not plan to return to the office until 2021.

The CEO of the series and film platform confirmed that filming of his productions is already underway in "much of Europe and Asia", and anticipated that there are already some starting in Los Angeles (United States).

"The hope is that in September and October we can launch many more, with the right tests," Hastings told The Wall Street Journal, which also revealed that Netflix will increase its number of releases of its own production next year.

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4 Challenges you still have to overcome the autonomous car to get to the streets

Fully autonomous cars happen like Schrödinger's cat, who are both alive and dead.

On the one hand, and judging by the announcements from the manufacturers, it seems that they are perfectly developed and ready to work, but the truth is that there is still no vehicle out there that runs completely autonomously and without a driver on the streets.

"It has been 10 years since two years since we will have fully autonomous vehicles," jokes the co-founder of the company Beamagine, which has developed a key technology for the autonomous car, Santiago Royo, in conversation with this medium.

This is a recurring joke in the sector, because it is a technology from which constantly, for years, is being proclaimed its arrival but still not landing.

But then, what's left for these cars to run around the cities?

To know, Business Insider Spain has contacted the expert Santiago Royo, co-founder of Beamagine, a spin-off of the Center of Development of Sensors and Systems of the Polytechnic University of Catalonia (CD6 UPC) has patented the technology of LIDAR image that it intends to launch to the market in 2021.

The first impediment to the arrival of fully autonomous vehicles is technology, says Royo.

"Making them will cost", is resounding the expert, indicating that these systems have not yet been developed that allow cars to drive entirely alone, knowing how to interpret the signals of the rest of the world, both pedestrians and drivers of other vehicles.

"The most autonomous thing right now is an Audi A8, which has sensors to move in traffic jams," he recalls.

Again and again: there are no autonomous cars of Level 5, that is, they drive completely alone, even if it may seem so. Tesla's autopilot itself has a maximum of Level 4.

Instead, it indicates, some buses in resort mode, which are able to drive through a known route and to stop, driving at not very high speeds, or similar pilot projects under the supervision of a person.

Still, it is not the biggest obstacle: Royo believes that in 4 or 5 years there could be something certain.

The legal side is another clear stumbling block that they will have to overcome, says the co —founder-along with Jordi Riu, CEO-and head of business development of Beamagine.

This impediment is the one that is trying to clear the founder of Jazztel and now founder of Goggo Network, Martin Varsavsky.

Varsavsky wants, with Goggo, to bring a fleet of autonomous taxis to Europe in 2 years and for this they are in talks with European governments seeking to develop legislation to protect them, since, for now, completely autonomous driving on the continent is not allowed.

Among others, it will be necessary to specify who is responsible if there is an accident —the manufacturer? The owner of the vehicle?- regulate the "choose which life saves" in such cases, the use and storage of data that is collected while driving and whether or not it is mandatory to share them with the administration, as well as what infrastructure must be developed for them to function properly.

"Cars have to interact with people, and this is very complicated," recalls the expert.

Royo also points out that Waymo buses have faced neighbors who have punctured their wheels, sabotaging the company's tests, even going so far as to threaten their drivers with weapons as long as they do not test these systems in their neighborhoods.

"People would say,' what if this car hits me?'", explain.

It also points to a possible conflict that could arise with the drivers and carriers sector, such as taxi drivers or truckers, should the imposition of driverless vehicles start-which could mean savings for companies.

"They are going to suffer a serious social drama," he says. "And if there is any kind of failure, the press will do the rest."

The biggest difficulty is that driverless cars that will have to fit into cities where there are cars with drivers, human and unpredictable, which generates a paradox: for the development of the autonomous vehicle would be much easier a deployment in a city where only exist cars of that type.

In that case, all machines could be in communication with each other and they would know what the others would do, which would lead them to make fewer mistakes.

Even today in warehouses, airports or closed and controlled spaces there are small vehicles and robots that drive themselves, but this could not be the case with the landing of autonomous cars in cities.

"Unless, of course, a city decides to throw all its cars for example from the center and only operate with them," the professor in optics, suggesting Singapore as a model city in which a pilot of the style could be carried out.

In any case, Royo bet that 100% high-end autonomous cars will arrive in 2030 and for the mass market around 2040, although probably before you can see taxi theft on the streets, maybe in 4 or 5 years.

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