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The humble tripod is an unheralded but essential part of any film or photo shoot. It’s the key to making shots level and pans smooth, and as a piece of equipment it’s seemingly about as simple as can be, with three legs and a mount at the top. But as any photographer or filmmaker knows, setting up a tripod properly can involve dozens of moving parts, clamps, pivots, and adjustments. A new tripod system from Italian camera equipment maker Manfrotto turns this setup into a single fluid motion. [Photo: Manfrotto/Layer Design] The Manfrotto Ones unique design allows for all three of its legs to be deployed simultaneously, extending out to the desired length in concert, each locking in place with a single lever. Thanks to a ball-based hub at the top of the tripod, the camera can be leveled in another single motion. And a custom-designed mount makes it possible to swap out cameras within seconds. [Photo: Manfrotto/Layer Design] The idea was to adapt this essential piece of gear to the way content creators are blending their media types. It’s increasingly common for content producersfrom social media amateurs to film and photography prosto quickly move from still cameras to mobile phones, toggle between photo and film, and alternate between horizontal and vertical frames. Designed by the London industrial design studio Layer, the Manfrotto One tripod was reconsidered from every angle to be easier to use and more adaptable to dynamic conditions. “Much of the brief was around quickness,” says industrial designer Benjamin Hubert, founder of Layer. “You’re quickly moving or panning a camera, then you’re able to snap it off and do some handheld shots, and then [you can put the camera] back on and quickly reset the height or the angle of the setup. It’s those transitional elements that allow for speed of use and as frictionless interaction as possible.” Seeing the One as a once-in-a-decade flagship product, Manfrotto has made an eight-figure investment in this new platform. It’s partly an effort to meet changing user needs, but also to stay ahead of the competition. “They’re seeing a lot of people enter the space, a lot of inexpensive products, a lot of commodity, a lot of things out of China and other parts of the world,” Hubert says. “They needed to move the needle and create something that was a big step forward.” [Photo: Manfrotto/Layer Design] Designing a new tripod Despite the seemingly simple makeup of a tripod, it’s a highly complex piece of equipment, and redesigning it to function quickly was far from straightforward. Manfrotto reached out about two years ago to Layer, known for its conceptual and product work ranging from airplane seats to wheelchairs to cryptocurrency wallets to dog toys. Hubert and his team broke the tripod down to what ended up being hundreds of individual components and reconsidered what made them work smoothly. “All the adjustment levers, all the attachment points, all the joints, everything is there because it has to be there from a functional point of view,” Hubert says. “Managing all of that noise and that amount of elements became one of the biggest challenges.” [Photo: Manfrotto/Layer Design] After churning through hundreds of prototyped components and narrowing them down to a series of viable options, Layer presented its designs as a kit of parts, with interchangeable elements and a shared logic. Combining the best bits, they dialed in on what became the One. Prioritizing how quickly the tripod could unfurl and how easily users could swap cameras on and off, Layer’s design focused on the size and placement of its key levers, making sure they could be manipulated almost effortlessly. The designers rethought th tripod’s conventional telescoping legs and created a system for the legs to extend both up and down from a central shaft, allowing the length to be controlled by a single lever. And rather than hiding parts or masking the functional elements of the tripod, Layer opted to accentuate the most critical moving parts in its overall form factor. “It’s like a skeleton constantly on display,” Hubert says. With the Manfrotto One tripod system’s retail price starting at $499, this may not be the gear for the average TikTok user. But the Ones clever design and adaptable use may even have amateurs looking at their old tripods with an unexpected level of scorn.
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The record-breaking Falcons Flight roller coaster starts out slow, but don’t be fooled. Seconds into the ride at the new Six Flags Qiddiya City in Saudi Arabia, passengers are jolted into a high-speed journey that ascends mountainsides, passes through dark tunnels, and then does it all over again. The ride reaches a height of nearly 640 feet, lasts for nearly 3.5 minutes, and travels more than 2.6 miles. It’s the largest, longest, and fastest roller coaster in the world, reaching peak speeds of about 155 mph. To make it, a European design and manufacturing company used the most powerful electro-magnetic propulsion system on the market. Though Saudi Arabia just killed plans for the Line, its futuristic 150-mile-long city, it now holds records at its park, including the world’s tallest inversion on a roller coaster and the world’s tallest pendulum ride. [Photo: Six Flags Qiddiya City] Falcons Flight holds the speed, height, and length records for roller coasters, according to Intamin Amusement Rides, the Liechtenstein-based company that designed it. Founded in 1967, the company’s work spans from monorails in Moscow to an observation tower in Argentina, and includes what it claims was the world’s first giant drop ride in 1995. It says its newest roller coaster is part of “a commitment to pushing boundaries.” Intamin’s linear synchronous motors (LSM) drive system gives Falcons Flight an edge in terms of engineering. LSMs use electro-magnetic propulsion to move the ride forward through permanent magnets on the coaster train and electromagnets on the tracks. That’s different from other methods, like an old-school chain lift pulled by a motor, or a hydraulic launch. With LSMs, a moving magnetic field pulls the train forward. LSMs debuted on two Intamin-designed ridesSuperman: Escape From Krypton at Six Flags Magic Mountain in Valencia, California, and the Tower of Terror II ride at Dreamworld in Australia, both of which opened in 1997. Today, it’s a popular way to build roller coasters because it’s more efficient and cheaper to run. It’s also super fast. Intamin says Falcons Flight was was always intended to break records; the bird-shaped trains were designed to be aerodynamic, with windshields “engineered to pierce through the air,” not to mention save riders’ eyes from all that wind. The Six Flags Qiddiya City opening late last year came after the November closure of Six Flags America just east of Washington, D.C. Six Flags announced later that month that more closures are forthcoming for underperforming parks. The Quiddiya City park is its first outside the United States.
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E-Commerce
At the 2026 Detroit Auto Show, the spotlight quietly shifted. Electric vehicles, once framed as the inevitable future of the industry, were no longer the centerpiece. Instead, automakers emphasized hybrids, updated gasoline models and incremental efficiency improvements. The show, held in January, reflected an industry recalibration happening in real time: Ford and General Motors had recently announced $19.5 billion and $6 billion in EV-related write-downs, respectively, reflecting the losses they expect as they unwind or delay parts of their electric vehicle plans. The message from Detroit was unmistakable: The U.S. is pulling back from a transition that much of the world is accelerating. That retreat carries consequences far beyond showroom floors. In China, Europe, and a growing number of emerging markets, including Vietnam and Indonesia, electric vehicles now make up a higher share of new passenger vehicle sales than in the United States. That means the U.S. pullback on EV production is not simply a climate problemgasoline-powered vehicles are a major contributor to climate changeit is also an industrial competitiveness problem, with direct implications for the future of U.S. automakers, suppliers, and autoworkers. Slower EV production and slower adoption in the U.S. can keep prices higher, delay improvements in batteries and software, and increase the risk that the next generation of automotive value creation will happen elsewhere. Where EVs are taking over In 2025, global EV registrations rose 20% to 20.7 million. Analysts with Benchmark Mineral Intelligence reported that China reached 12.9 million EV registrations, up 17% from the previous year; Europe recorded 4.3 million, up 33%; and the rest of the world added 1.7 million, up 48%. By contrast, U.S. EV sales growth was essentially flat in 2025, at about 1%. U.S. automaker Tesla experienced declines in both scale and profitabilityits vehicle deliveries fell 9% compared to 2024, the companys net profit was down 46%, and CEO Elon Musk said it would put more of its focus on artificial intelligence and robotics. Market share tells a similar story and also challenges the assumption that vehicle electrification would take time to expand from wealthy countries to emerging markets. In 39 countries, EVs now exceed 10% of new car sales, including in Vietnam, Thailand, and Indonesia, which reached 38%, 21%, and 15%, respectively, in 2025, energy analysts at Ember report. In the U.S., EVs accounted for less than 10% of new vehicle sales, by Embers estimates. U.S. President Donald Trump came back into office in 2025 promising to end policies that supported EV production and sales and boost fossil fuels. But while the U.S. was curtailing federal consumer incentives, governments elsewhere largely continued a transition to electric vehicles. Europe softened its goal for all vehicles to have zero emissions by 2035 at the urging of automakers, but its new target is still a 90% cut in automobiles carbon dioxide emissions by 2035. Germany launched a program offering subsidies worth 1,500 to 6,000 euros per electric vehicle, aimed at low- and middle-income households. In developing economies, EV policy has largely been sustained through industrial policies. In Brazil, the MOVER program offers tax credits explicitly linked to domestic EV production, research and development, and efficiency targets. South Africa is introducing a 150% investment allowance for EV and battery manufacturing, giving them a tax break starting in March 2026. Thailand has implemented subsidies and reduced excise tax tied to mandatory local production and export commitments. In China, the EV industry has entered a phase of regulatory maturity. After a decade of subsidies and state-led investment that helped domestic firms undercut global competitors, the governments focus is no longer on explosive growth at home. With their domestic market saturated and competition fierce, Chinese automakers are pushing aggressively into global markets. Beijing has reinforced this shift by ending its full tax exemption for EV purchases and replacing it with a tapered 5% tax on EV buyers. Consequences for U.S. automakers EV manufacturing is governed by steep learning curves and scale economies, meaning the more vehicles a company builds, the better it gets at making them faster and cheaper. Low domestic production and sales can mean higher costs for parts and weaker bargaining power for automakers in global supply chains. The competitive landscape is already changing. In 2025, China exported 2.65 million EVs, doubling its 2024 exports, according to the China Association of Automobile Manufacturers. And BYD surpassed Tesla as the worlds largest EV maker in 2025. The U.S. risks becoming a follower in the industry it once defined. Some people argue that American consumers simply prefer trucks and hybrids. Others point to Chinese subsidies and overcapacity as distortions that justify U.S. industry caution. These concerns deserve consideration, but they do not outweigh the fundamental fact that, globally, the EV share of auto sales continues to rise. What can the U.S. do? For U.S. automakers and workers to compete in this market, the government, in our view, will have to stop treating EVs as an ideological matter and start governing it like an industrial transition. That starts with restoring regulatory credibility, something that seems unlikely right now as the Trump administration moves to roll back vehicle emissions standards. Performance standards are the quiet engine of industrial investment. When standards are predictable and enforced, manufacturers can plan, suppliers can invest in new businesses, and workers can train for reliable demand. Governments at state and local levels and industry can also take important steps. Focus on affordability and equity: The federal clean-vehicle tax credit that effectively gave EV buyers a discount expired in September 2025. An alternative is targeted, point-of-sale support for low- and middle-income buyers. By moving away from blanket credits in favor of targeted incentivesa model already used in California and Pennsylvaniagovernments can ensure public funds are directed toward people who are currently priced out of the EV market. Additionally, interest-rate buydowns that allow buyers to reduce their loan payments and green loan programs can help, typically funded through state and local governments, utility companies or federal grants. Keep building out the charging network: A federal judge ruled on January 23, 2026, that the Trump administration violated the law when it suspended a $5 billion program for expanding the nations EV charger network. That expansion effort can be improved by shifting the focus from the number of ports installed to the number of working chargers, as California did in 2025. Enforcing reliability and clearing bottlenecks, such as electricity connections and payment systems, could help boost the number of functioning sites. Use fleet procurement as a stabilizer for U.S. sales: When states, cities and companies provide a predictable volume of vehicle purchases, that helps manufacturers plan future investments. For example, Amazons 2019 order of 100,000 Rivian electric delivery vehicles to be delivered over the following decade gave the startup automaker the boost it needed. Treat workforce transition as core infrastructure: This means giving workers skills they can carry from job to job, helping suppliers retool instead of shutting down, and coordinating training with employers needs. Done right, these investments turn economic change into a source of stable jobs and broad public support. Done poorly, they risk a political backlash. The scene at the Detroit Auto Show should be a warning, not a verdict. The global auto industry is accelerating its EV transition. The question for the United States is whether it will shape that futureand ensure the technologies and jobs of the next automotive era are in the U.S.or import it. Hengrui Liu is a postdoctoral scholar in economics and public policy at the Fletcher School at Tufts University. Kelly Sims Gallagher is a professor of energy and environmental policy and director of the Climate Policy Lab and Center for International Environment and Resource Policy at the Fletcher School at Tufts University. This article is republished from The Conversation under a Creative Commons license. Read the original article.
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