Monday, 6 January 2014

EMS care delivered by drone Could Amazon’s futuristic delivery device carry AEDs, naloxone, and epinephrine injectors to medical emergencies?

Fifty years ago defibrillation was a skill reserved for highly trained physicians, in the controlled environment of an intensive care room or a surgical suite. In the late 1960s, the Columbus Division of Fire’s Heartmobile, among other pioneering programs, took advanced cardiac life support out of the hospital and into the community, delivered by a new cadre of allied health professionals: paramedics.
On December 1, 2013 Amazon CEO Jeff Bezos released a video of a small, pilotless drone being used to deliver a package within 30 minutes of ordering. While technically feasible, this service isn’t yet available for Amazon shoppers. On the other hand, this technology could be used to dispatch a drone carrying AED to a 911 caller.
I am sure 40 years ago the idea of firefighters providing ACLS care was quickly dismissed as futuristic optimism. It is now the expectation of every community that firefighters, police officers, and medical first responders — as well as teachers, clergy, and mall security guards — be able to apply AED pads and deliver a shock. If a community is serious about increasing cardiac arrest survival, all options should be explored, including drones.
The delivery of medications for other time-critical interventions could be enhanced with drone delivery. Auto-injectors can be administered by lay people for patients experiencing a seizure, narcotics overdose, or anaphylaxis.
EMS1.com columnist Dan White previously explored the use of “Drones as an Eye in the Sky for EMS.” In addition to Dan’s ideas, a drone with the capability to provide live streaming video could be used for:
  • Patient assessment when a patient is in remote or austere conditions that is not easily accessible to EMS professionals
  • 360-degree size-up of mass casualty incidents, hazmat incidents, multiple vehicle collisions, or structure fires
  • Monitoring participants at a mass participation event, like a road race or parade
How would you use a drone to improve patient assessment and care?

Googlicious : It's Amazon vs. Google in the delivery drone wars!

Amazon reveals it's Prime Air delivery concept while Google has been working on one of their own. The Kindle HDX is rated the best 7-inch tablet screen and Moto X's site goes down on Cyber Monday.

Package Delivery Drones - Are they the future?

But Amazon’s idea isn’t exactly new. An organization called Matternet has been developing a network of drones. It plans to start deploying these in remote areas that don’t have reliable transportation systems. It describes its network as a “physical Internet,” and its drones would deliver important lightweight packages containing, perhaps, medications to take to patients in remote areas, and blood tests to bring back from these patients to the labs. Matternet has started testing prototypes. My guest today, Andreas Raptopoulos, is the CEO of Matternet and led the team that came up with the idea back in 2011. Andreas, welcome to the podcast.
Andreas Raptopoulos: Thank you very much for having me.
Tekla Perry: Why don’t you start by explaining what Matternet means by a “network of drones.”
Andreas Raptopoulos: The basic idea is to rethink our transportation infrastructure and try to ask the basic question: For countries that haven’t yet developed adequate road infrastructure, would it make sense for them to go through the whole cycle of investing in road infrastructure—the billions of dollars that would require and the many years it would take to build it—or is there a better technology to start resolving some of these transportation needs? And we looked at the space and what is happening in technology today, and we found this really exciting trend in the small UAV space. The octocopters, the quadcopters, the small fixed-wing vehicles that are all autonomous. So we thought, Would it be possible to create a network, a node network, where these vehicles could be transporting autonomously small goods between ground stations, and in that way set up a new type of transportation infrastructure, create a new paradigm of transportation that doesn’t rely on roads? This type of application, of transportation mode, would not only have applications in places that don’t yet have roads, like the developing world, but in many places here, in the developed world, like our cities and megacities, where we do have transportation infrastructure but it is very inefficient because of congestion.
Tekla Perry: So you envision yours could work in cities as well?
Andreas Raptopoulos: Yes, eventually. We figured it would make a lot of sense to start at places in the developing world, where there is a very high level of need and people are willing to take much higher risk in trying something out because they have a very, very pressing problem. And if you are able to solve it, you may be able to save a lot of lives or have a lot of positive impact in the region. And then over time, as we learn how to operate this, we can take it to rural places in the U.S. and, eventually, cities.
What Amazon is proposing, I think, is on the right track. The timing of it is unknown, but in any way that you see it, we think it is really necessary for corporations to start thinking, companies to start operating networks, to really understand how such a network can operate at scale.
Tekla Perry: You said it all got started in 2011. Can you tell me how the whole idea came about and how you got started on this project?
Andreas Raptopoulos: We started at a place in Silicon Valley, at the [NASA Research Park] called Singularity University. And it is a place where people—around 80 people from 35-plus countries—every summer gather there to talk about advanced technologies and how we can use them to address humanity’s grand challenges. And we saw that people who are locked in the cycle of poverty, of extreme poverty, which is about 1.4 billion people in the world, two-thirds of them do not have access to reliable transportation. So we understood that in order to really think of a world that is able to get these people participating in the economy, we really need to figure out a way for them to get access to commercial hubs and develop transportation networks around them.
So that’s how the whole thing started. The original vision was to start at a small scale and eventually go up in the payload capacity of those vehicles, carrying heavier and heavier goods, eventually coming to the point where we could do transportation of maybe groceries and other heavy products. What we found out, though, is that the world in some ways is already miniaturized. It is counterintuitive, but there are a lot of things in the small-payload scale. You heard the stats from Amazon that 86 percent of their packages are below 5 pounds? We found this pattern in many, many different places. So even with a very small payload capacity, you can really do a lot of transportation, have a lot of impact, in a place that doesn’t have any means of providing transportation.
Tekla Perry: Back to your network of drones, how far apart are each of the base stations?
Andreas Raptopoulos: This is still a design parameter for us. We have basically constraints of costs of the vehicle we are using, reliability. We want it to be quite reliable, and again, we want it to be able to transport certain payloads within a certain range. Initially, we put a stake in the ground of 2 kilograms over 10 kilometers, which would then place a requirement for those ground stations to be only 10 km apart. Then we started pushing the range further without increasing payload capacity. So now we are at the point where we can do 2 kg over 20 km, and we see a few good ways to increase that even further. The end game for the design of the vehicle is to allow us to not have ground stations when we don’t need it for delivery or picking up a load.
Tekla Perry: And these ground stations are necessary for recharging?
Andreas Raptopoulos: The ground stations, they come in different flavors, as it were. The fullest specification one is able to do battery and load swap automatically. The second version of the ground station is the one that is only able to do battery swap, and you need those stations in places where you don’t have a customer facing a need for that type of place. So these are more like the backbone of the system, and these are only able to do battery swap automatically. And then we have the third and the simplest version, of something like a pad that the vehicle identifies and lands on, without the need to do a battery or a load swap. So in the Amazon type of scenario, that type of pad would be the one that will be used to place in someone’s backyard, at some point in the future, and receive a package.
Tekla Perry: Can you describe the drones you are using now?
Andreas Raptopoulos: Yes. We are experimenting with different platforms. The one we used in the field last year is an octocopter; that means it has eight copters. The biggest costs about [US] $3000. Most of the vehicle components are off the shelf. We are optimizing the weight of what we are using in the package to extend the battery range, the flight range. And also, we are starting to think a little bit about the fail-safes we need to have on board, the redundancies we need to have on board. This is really where our work starts. These types of vehicles, these types of small drones we are using, they do not require piloting. They use only GPS and other sensors on board to navigate a certain path, and because we have fixed locations we fly in the network, we only fly between those marked locations, we either have a ground station or a pad, we are able to preauthorize the actual routes these vehicles fly. So we only do repeatable transportation, repeatable routes, on specific airpaths.
Tekla Perry: You started testing. Why don’t you tell me about those tests, and I’m also curious how long you think it’s going to be before you have something operating commercially somewhere.
Andreas Raptopoulos: We’ve done our first field trials last year in the Dominican Republic and Haiti, consistently with our vision of taking this first to places of higher need and places that really have a much higher urgency to try something like this. We went to those two countries, and we tried operations both in rural areas and in urban areas, in the capital of the Dominican Republic, Santo Domingo, and also the capital of Haiti, Port-au-Prince. We wanted to test different hypotheses of how the system would work, how people would react to it, and it was a very, very successful pilot; it beat our expectations hands down on most counts. And it gave us a lot of confidence to move forward and really try to think about a longer-term trial of the system, which we are trying to make happen now. And we are focusing on two different places in the world: in the Dominican Republic and in a small country in South Africa called Lesotho. The application in both cases is transportation of lab samples from remote clinics to hospital labs. The topology, the geography, and the different conditions around the trials are very different in the two places, but what we are transporting is the same in both cases. If we are successful in these first steps, then the logical next step is to really start using this type of treatment for commercial transportation.
Tekla Perry: So you are a for-profit company that thinks you can make a business out of this?
Andreas Raptopoulos: We started with the mind-set that we wanted to be as big as mobile telephony. Who would have imagined 30 years ago, when we had very cumbersome, very big mobile phones, only available to very rich people, who would have imagined that this type of telephony network would be available to everybody and it would be the biggest tool for economic growth in places like Kenya or Haiti? Our vision is really to do the same thing. The key difference that we have here is that when things fail in our field, there is a lot of damage that may be caused. Our view is that this is really going to be a new paradigm, and we are going to see all sorts of uses for it. Some of the uses are predicted already. The one that Amazon is talking about is one of the very straightforward ones. But then there’s going to be other uses that we can’t imagine today.
Tekla Perry: Did you think you’d have a competitor like Amazon quite so soon?
Andreas Raptopoulos: Is Amazon a competitor?
Tekla Perry: I don’t know, is it?
Andreas Raptopoulos: [laughs] We don’t know if they plan to create their own technology. Our plan as a company, our business model, is not to run networks ourselves. Our plan is to develop the technology for other people to set up transportation networks. So we see Amazon as a potential client rather than a potential competitor. Beyond that point, even if they are a competitor, our purpose here is to create a new industry. That has been our purpose from day one, when we started this. And in order to create a new industry, you need big players, strong players, that have an intense need around the problem we are trying to solve, to get into that space and start thinking about it, with real applications. So it is only good that Amazon is getting in.
Tekla Perry: Okay, then. Thank you.
Andreas Raptopoulos: Thank you. It’s a very exciting space, so stay tuned. I think there are going to be a lot of developments over the next few months.
Tekla Perry: We’ve been speaking with Andreas Raptopoulos from Matternet about a plan to develop drone networks to deliver important packages around the world.
For IEEE Spectrum’s “Techwise Conversations,” I’m Tekla Perry.
This interview was recorded 5 December 2013.
Audio engineer: Francesco Ferorelli

Rise of the robots - Will they bring wealth or a divided society?

Nasa astronaut assistant Robonaut 2
Nasa astronaut assistant Robonaut 2, or R2, has been used to perform tasks on the International Space Station. Photograph: KeystoneUSA-ZUMA/REX
Whether it's our humdrum reliance on supermarket self-service tills, Siri on our iPhones, the emergence of the drone as a weapon of choice or the impending arrival of the driverless car, intelligent machines are woven into our lives as never before.  
It's increasingly common, a cliche even, for us to read about the inexorable rise of the robot as the fundamental shift in advanced economies that will transform the nature of work and opportunity within society. The robot is supposedly the spectre threatening the economic security not just of the working poor but also the middle class across mature societies. "Be afraid" is the message: the march of the machine is eating into our jobs, pay rises and children's prospects. And, according to many experts, we haven't seen anything yet. 
This is because the power of intelligent machines is growing as their cost collapses. They are doing things reliably now that would have sounded implausible only a few years ago. By the end of the decade, Nissan pledges the driverless car, Amazon promises that electric drones will deliver us packages, Rolls-Royce says that unmanned robo-ships will sail our seas. The expected use of machines for everyday purposes is already giving rise to angst about the nascent problem of "robot smog"as other people's machines invade ever more aspects of our personal space. 
As economically significant, perhaps, as the rise of super-gadgetry is the growing power of software to accurately process and respond to data patterns. This raises the prospect of machines reaching deep into previously protected areas of professional work like translation, medical diagnostics, the law, accountancy, even surgery. 
As yet, this techno-hype isn't matched by much hard evidence. According to the International Federation for Robotics, the use of robotics in leading advanced economies has doubled in the last decade – significant, but less than you might expect.
The experience, however, varies dramatically: uptake exploded in China, while the UK lags far behind its competitors. The key question is whether the upward trend is about to take off, giving rise to sweeping changes in production that dislocate large tranches of the workforce.   
That's certainly the view of several highly influential US economists, such as leading blogger Tyler Cowen from George Mason University, and Erik Brynjolfsson and Andrew McAfee from MIT. In works with bracing titles such as Average is Over and Race Against the Machine, they have seized the public debate with their genre of arresting, unequivocal and futuristic argument that blends techno-optimism about the potential of machines with chilling generational pessimism about the divisive consequences for much of society.
Brynjolfsson and McAfee, whose new book The Second Machine Age is set to be one of the zeitgeist works of 2014, argue that the digital revolution is about to crash into our jobs market. It's taken a while – Timemagazine awarded the personal computer machine of the year in 1982 – but, they contend, the technology has now matured to a point where it will have the same scale of impact on production as the steam engine once did.
Similarly, Cowen speculates that the future belongs to a gilded 10%-15% of workers whose skills will augment intelligent machines – the rest can look forward to long-term stagnation or worse. The harsh labour market experience of the young over recent years is a mere taster of what's in store. Growing numbers of low-skilled workers risk being unemployable: there won't be a wage at which it will be worth employing them. Swaths of the working poor will make ends meet only by migrating to areas offering very cheap housing, crumbling infrastructure and low taxes.
Welcome to the American future: burgeoning favelas leavened only by free Wi-Fi. Some of this has a dystopicBlade Runner feel – it's striking how much of this economic futurology comes from the US. The more sober UK debate is concerned with deciphering the empirics of the recent past rather than conjecturing about the future. 
At the LSE, the respected economist Alan Manning, who has led work on the polarising impact of technology on our jobs market, laments only half-jokingly that he'd like to have the time to develop a new subdiscipline on "science-fiction economics". It would bring rigour to our understanding of possible societies in which machines do radically more and humans less. For now, we look overseas for visions of where the robots may lead us.
As with all prophecies of doom, or indeed those of an impending economic boom, we should treat such visions with caution. Predictions about the uniquely transformational yet job-killing impact of technological change are as old as capitalism itself. There's never been an era without plausible experts warning the population that they are on the cusp of a new, usually scary, world resulting from technological breakthrough.  Occasionally they're not wrong; mostly they are. Which isn't to downplay technology as the motor of economic change.  Time and again – from spinning wheel to steam engine – it has had disruptive implications for the workforce. But labour displaced from field or factory eventually found new, more productive roles, demand expanded, living standards rose. 
The lag, however, can be a long one. Not long before his death in 1873, John Stuart Mill remarked that the industrial revolution had not yet had much impact. This seemed an extraordinary observation, but it captured at least a partial truth. As the economic historian Brad DeLong has shown, from 1800 to 1870 real working-class wages grew at just 0.4% a year before tripling to 1.2% from 1870 to 1950 (reaching almost 2% in the golden postwar decades). Similarly, we are yet to experience the true gain, whatever it turns out to be, as well as the pain, of the robot era.    
To get a better sense of the impact of technology on our labour market we don't need to rely entirely on frothy speculation about the future. There is a decade or more of research to draw on. The rise of information and communications technology (ICT) is hardly new. The dominant view, both in the UK and elsewhere, is that it has already been eroding a swath of jobs that involve repetitive tasks capable of being automated and digitised. This has disproportionately affected roles in the middle of the income distribution – such as manufacturing, warehousing and administrative roles.  
This doesn't result in lower overall employment – for most economists the main change is to job quality, not quantity.  There has been a rapid growth in demand for high-skill roles involving regular interaction with ICT, as well a rise in lower-paid work that is very hard to automate – from caring to hospitality. Consequently the balance of employment has shifted upwards and downwards with less in between; as Manning puts it, the labour market has been polarising into "lovely and lousy jobs". The impact of technology has been gradual but inexorable – "it only goes one way", he tells me. In some sectors the decline in employment and relative pay has been dramatic: the typical heavy goods driver receives less in real terms today than a generation ago.   
Some of this is contested. Recent evidence suggests the extent of polarisation may be overstated as it hasn't taken into account entirely new middle-income roles that replace old ones. Others point out that job-title inflation means that yesterday's mid-level jobs are sometimes counted as today's high-level ones.  Some roles that are popularly assumed to have fallen prey to machines have adapted and survived – as President Obama realised to his cost when he asserted that ATMs have led to the demise of bank tellers (their numbers have risen).  And it's important to keep a sense of proportion: between 1990 and 2010 employment in hard-hit occupations in the UK like skilled trades fell by 25% and administrative jobs by 20%. Big losses, but they hardly represent the death of mid-level jobs. 
A narrow focus on technology is also inadequate, as it fails to explain some of the big shifts of the last decade like the explosion in rewards at the very top – 60% of the enormous increase in the slice of income flowing upwards to the richest 1% over the last decade went to those working in finance. To lay this at the door of the anonymous force called "technology" is to excuse way too much. Sure, developments in ICT were relevant, but they don't explain political choices over deregulation or account for rapacious rent-seeking by the financial elite.  Wage inequality has many authors, from the demise of collective bargaining to the rise of globalisationAs the influential Washington-based EPI thinktank has argued: don't make robots the fall guy.
Nor does an exclusive techno-focus illuminate the post-crisis polarisation of our jobs market, which has seen recession-busting increases in high-paying jobs in sectors like business services alongside a big growth in low-paid work, with sharp falls in between in sectors like construction. Further signs of the impact of technology? Doubtful. This pattern has coincided with a demand-starved economy, an investment strike by business and plummeting wages. Indeed recently the robots could be forgiven for worrying about their prospects given the falling cost of labour.  It all adds up to a complex story. The hollowing out of the jobs market is real and important. But its scale can be overstated and technology, though crucial, is by no means the only factor at work. None of this means we should be sanguine about the future. 
Given the uncertainties and the capacity of market economies to adapt to shocks, many will assume that things will continue much as they have done. Perhaps. But if the techno-enthusiasts are at least partly right, the consequences will be far-reaching. 
Fortunately, perhaps, at least some of the issues that this would mean grappling with are more extreme versions of those we should be worrying about already. The rise of the robot is likely, for instance, to result in an increasing share of GDP flowing to the owners of capital at the expense of labour – something that has recently been occurring across many OECD countries (though less so in the UK than is often assumed). An acceleration of this should rekindle interest in finding ways to distribute the ownership of assets more evenly as well as finally prompting a serious discussion about shifting some of the burden of taxation from labour towards wealth.  
Accelerating wage inequality, together with a rise in economic insecurity, would sharpen the need to bolster our working-age welfare system at a time when it's already creaking and has few political friends.
Whether the greater democratisation of economic risk – if those in medicine, law and accountancy also feel the pressure – would shift the political dynamic remains to be seen. 
We also need to focus on those occupations that are widely expected to grow in number and are dramatically less likely to be displaced by machines – such as care of the young and the old. They are heavily reliant on the state. Securing the fiscal basis and public consent to fund these crucial labour-absorbing industries over the next ageing generation, already an enormous issue, would become even more pivotal.
Our historical weaknesses on education policy would cost us more dearly. The wage penalty arising from flaky sub-degree-level qualifications – a longstanding weakness – would rise, as would the premium for those who can combine rigorous analytical thinking with creativity. Massive wage returns are likely to flow to those with applied postgraduate degrees – ensuring fair access to them would become a more central feature of distributive politics.
Just as importantly, we need to prevent robot-fear being used as a force for fatalism. There are already voices arguing that the march of the machine means that a decent wage-floor is simply unaffordable. Yet the evidence that the minimum wage has worked well without costing jobs is vastly superior to that suggesting we are entering a new era of machine-peril. Let's not get too spooked.     
JM Keynes, writing in 1930 as the Great Depression intensified, was prophetic about today's public anxieties.  "We are suffering from a bad attack of economic pessimism ... people say that the rapid improvement in the standard of life is now going to slow down." He dismissed this sentiment, putting it down to the upheaval of rapid economic change, and argued that his generation's grandchildren – today's baby-boomers – would be better off, which of course they are. 
We should be equally confident our own grandchildren will also grow up in a digital economy that is far richer than today's, driven on in large part by further technological breakthroughs. It's harder than ever, though, to have the same confidence that this greater prosperity will be evenly shared out in the "age of the robot".   

Amazon’s Jeff Bezos Rescued By Ecuadorean Navy

Amazon’s Jeff Bezos Rescued By Ecuadorean Navy

amazon logo
Jeff Bezos, the billionaire founder of the popular Amazon.com shopping website and current owner of the Washington Post, was rescued by the Ecuadorian Navy after suffering a kidney stone attack on New Year’s day.
Ecuadorian newspapers and blogs, including El Universo and El Comercio reported that Bezos was flown by navy helicopter from Academy Bay in Santa Cruz Island to his private jet on Baltra Island.
The Captain of the helicopter, Juan Ibarra, is quoted by El Comercio as saying that Bezos was aboard a cruise ship vacationing on the islands. Ecuadorian Navy Captain Daniel Ginez Villacis, regional director of the islands Coast Guard said that Bezos was flown aboard his private jet to the U.S. for emergency treatment. Captain Ginez also reported that Bezos’s family and business associates sent messages of thanks for the quick rescue.
Bezos recently made headlines when he told the CBS News broadcast “60 Minutes ” that delivery drones could be dropping Amazon merchandise at customers’ doorsteps in a few years.
But on New Year’s day, it was humans, not drones, that rescued the entrepreneur, whose net worth was reported as $ 27.2 billion in 2013, according to Forbes magazine.

Friday, 3 January 2014

10 reasons why "Amazon delivery drones", are not going to happen in reality, and the real reason behind the propaganda

1) The drones can only deliver a few packages at a time before having to return to base and pick up a new package? A delivery van can transport hundreds at once.

2) A delivery drone will not be able to operate safely in windy/rainy weather, and has a fairly limited range - a delivery van avoids most weather issues. 

3) If drones fly too low - People could easily capture/shoot down delivery drones and steal the packages, especially if the drones do not record and transmit live footage (like the Amazon Air drones in the video). If they fly too high, they risk causing manned planes to crash.

4) Cats, dogs and birds will likely interfere with the drones, going as far as destroying them when they land in peoples yards. (Could be avoided by dropping packages I suppose? Risking damaging them). 

5) Big privacy concerns - If the drones have cameras that record footage (which will definitely be needed to minimize the other problems listed), then are people are going to be pissed when buzzing drones fly over their homes videotaping their kids in their paddling pools?

6) Many technical problems with current generation drones - they have a high crash rate, limited battery power, and their proximity sensors are generally not sensitive enough to see thin branches and power lines in time to avoid them. (Could be fixed in time with new technology). 

7) Drones can be easily hijacked by spoofing signals, using fairly cheap equipment. A hacker could easily take control of a drone, and use it for malicious purposes, including terrorism. - (anonymous Pipe-bomb delivery system anyone?)

8) Fast deliveries will only be possible to people who live close to an Amazon storage/drone facility that stocks the item they want. Even if they set up hundreds of these facilities, they will still only be able to offer this 30 min service to like 5% of the US landmass. 

9) Americans who are concerned about the constant erosion of civil liberties, and being spied on will justifiably shoot down and destroy drones that enter their airspace. 

10) A single drone currently costs more to produce and maintain than a delivery van - at least for the foreseeable future. Taking into account drone losses from causes listed previously, it is obvious that large scale delivery drone systems would be a huge financial disaster.
So, are we meant to believe that Amazon didn't consider these problems?
Or is there a more sinister reason for pushing this pro-drone propaganda?
I'm sure the recent 600 million dollar Amazon-CIA contract has absolutely nothing to do with it, right guys? /s
"Drones might currently be associated with military use, but that won't be the case for long. Sure, the FAA hasn't approved the use of the unmanned aerial vehicles yet and that likely won't happen until 2015 or after, but Amazon is just one of many companies and organizations beginning to think about using the pilotless-aircrafts in different ways. Welcome to the future." - Quote from an ABC news article
It is OBVIOUS that this is not a new "technological paradigm", as many are claiming, but a carefully constructed PR campaign aimed at changing public opinion towards being more accepting of spy drones in the USA, strategically released the night before the biggest day in E-Commerce - "Cyber Monday", to also take advantage of millions of dollars in free advertising.

s.

Now DHL tests a delivery drone: Airborne robots could be used to deliver medicine to hard-to-reach places

Germany’s express delivery company, Deutsche Post (DHL), is testing a drone that could be used to deliver urgently needed goods such as medicine to remote locations in the future.
The debut of the yellow remote-controlled helicopter follows the debut of Amazon's octocopter, which could be used to deliver packages to its customers in the future, replacing postmen and cutting the delivery times of its goods.
The German firm’s small quadcopter flew a package of medicine from a pharmacy in the city of Bonn to the company’s headquarters on the other side of the Rhine river.
A quadcopter
DHL said its yellow drone would be used to delivery urgently needed goods such as medicine to remote locations. The aircraft can carry approximately six-and-a-half pounds and has four propellers

The aircraft can carry approximately six-and-a-half pounds (three kilograms) and has four propellers, while Amazon’s robot has eight.
DHL’s yellow drone is known as the ‘Paketkopter’ and flew at a height of 50 metres for one kilometre, taking just two minutes to complete its journey, The Local reported.

Two men controlled the vehicle using a remote control, but the company said technology is available to send the drones to a specified location using GPS alone.
DHL’s spokesman, Thomas Kutsch, said the flights all this week are strictly a research project to see if the technology works and there are no plans yet to start actual drone deliveries.
A technician prepares a quadrocopter drone
A quadrocopter
The German firm’s small pilot-less quadcopter flew a package of medicine from a pharmacy in the city of Bonn to the company’s headquarters on the other side of the Rhine river (pictured right) It was controlled remotely by technicians (pictured left)

The test flights required permission from local aviation authorities.
Amazon plans to deliver goods to customers by drone within five years, despite legal obstacles in the U.S.
Jeff Bezos, CEO of Amazon, said that he wants to use octocoptors to replace postmen and cut delivery times to just 30 minutes.
Customers would have their order dropped onto their front lawn by the machine which would fly through the air from a nearby warehouse with it clasped in a metal grabber.
The company's yellow drone
The company's yellow drone is known as the 'Paketkopter' and flew at a height of 50 metres for one kilometre, taking just two minutes to complete its journey

Speaking to US TV network CBS, Bezos said: ‘I know this looks like science fiction. It’s not.’
Bezos’ claims raise the prospect of a future where drones travel across the sky all the time ferrying post around - and perhaps one day even letters, too.  
In the interview Bezos said that the drones would be able to carry goods up to 5lb in weight, which covers 86 per cent of the items that the company delivers.
Bezos said that he wants to launch the ‘Amazon Prime Air’ service within four to five years, though that will almost certainly be in the US before anywhere else.
Amazon
Amazon's CEO Jeff Bezos says that he wants to use octocoptors (pictured) to replace postmen and cut delivery times to just 30 minutes

Delivery drones are coming: Jeff Bezos promises half-hour shipping with Amazon Prime Air

Amazon Prime Air
Jeff Bezos is nothing if not a showman. Amazon's CEO loves a good reveal, and took the opportunity afforded by a 60 Minutes segment to show off his company's latest creation: drones that can deliver packages up to 5 pounds to your house in less than half an hour. They're technically octocopters, as part of a program called "Amazon Prime Air."
A drone sits at the end of a conveyer belt, waiting to pick up a package — Bezos says 86 percent of Amazon's packages are under 5 pounds — and can carry them up to 10 miles from the fulfillment center. As soon as Amazon can work out the regulations and figure out how to prevent your packages from being dropped on your head from above, Bezos promised, there will be a fleet of shipping drones taking the sky.
The segment focused primarily on holiday shopping, particularly the annual shopping extravaganza that is Cyber Monday. It's a huge day for Amazon — more than 300 items will be ordered each second — and does much to reveal the company's true ambitions. Amazon doesn't just want to reinvent the way we shop for and buy things, it wants to upend every step of the process — including how our purchases come to us.
Charlie Rose spoke to a number of Amazon executives and employees, and toured one of the company's 96 massive warehouses, known as "fulfillment centers." Its burgeoning same-day delivery infrastructure was on full display and Rose explored the company's sprawling moves into fashion, groceries, web hosting, tablets, and strange political shows starring John Goodman.

"We like to pioneer, we like to explore. We like to go down dark alleys and find out what's on the other side."
But Jeff Bezos was predictably the star of the segment. He talked about how, 18 years ago, he'd drive packages to the post office himself and dreamed of one day owning a forklift. (Things have changed a bit since then.) He says we're four or five years from drones being able to deliver small packages right to your house, largely because the company has to work with the FAA to make sure it's legally allowed to run the Prime Air program — Amazon doesn't have Zookal's luxury of operating in Australia without the FAA's regulatory oversight.
Bezos knows there's work to do, but his overwhelming message was simple: get ready. "It will work, and it will happen, and it's going to be a lot of fun."

Amazon’s delivery drone dream may come true after all

FAA U.S. Drones Tests
The U.S. government this week approved unmanned aircraft tests for six states of the 24 that wanted to be in the program, Reuters reports, with drone testing expected to cover a variety of uses, including Amazon’s proposed Prime Air shipping solution. The FAA’s chosen sites for drone tests include Alaska, New York, North Dakota, Texas, North Carolina and Virginia. Of those, North Dakota has already contacted Amazon to propose testing.
“We said: ‘We’d love to help you bring your vision to fruition,’” Northern Plains Unmanned Aircraft Systems Authority director Bob Becklund said about the conversation he had with the company, “They said: ‘We’ll keep your number on file,’” he added.
Global spending on drones is expected to double to $11.6 billion by 2013, according to the Teal Group research firm, while The Association for Unmanned Vehicle Systems International estimates that the drone business could create more than 100,000 jobs and contribute more than $80 billion to the U.S. economy over ten years.
However, it’s not going to be smooth flying for Amazon and for anyone interested in developing their U.S. drones program, as there are several privacy and security concerns the FAA will have to address during those tests before companies can begin deploying their unmanned aircraft fleets. Since 2012, 42 states have considered drone restrictions because of privacy and safety concerns, with eight of them passing laws on it, and most states requiring warrants in order for aerial video surveillance to be used in criminal cases.
The FAA will have to develop a written policy on privacy and to address potential safety matters, with the first rules expected to be released in  early 2014. The first test site is estimated to open in six months, with drones expected to be tested in “small civil applications.” Tests will then continue at least until February 2017.

Thursday, 2 January 2014

Amazon's drone delivery: How would it work?

(CNN) -- Imaginations everywhere have been stoked since Amazon CEO Jeff Bezos announced his company plans to start offering 30-minute deliveries via drone-like "octocopters."
What's not fascinating about a near future in which fleets of whirring sky robots can drop our every impulse buy on our doorstep faster than we can get Chinese delivered? (You know, aside fromaccidental strayings into restricted air space or the rise of the machines.)
But when Bezos took to "60 Minutes" on Sunday to introduce the world to Amazon Prime Air, his idea prompted more questions than it provided answers.
So how close are we, really, to door-to-door drones becoming a reality? And how would they work?
This Amazon video shows a drone picking up a package at a warehouse.
This Amazon video shows a drone picking up a package at a warehouse.
We reached out to Amazon, where official details are still scarce, and chatted withdrone expert Missy Cummings, an associate professor at MIT and one of the Navy's first female fighter pilots. Here's some of what we've been able to piece together on a project that Amazon says is, at the very least, a couple of years away from takeoff.
Could drones really be delivering packages by 2015?
That's what Bezos said is the best possible scenario. But Cummings, a longtime advocate for the commercial use of drones, thinks that's optimistic.
The Federal Aviation Administration needs to sign off on Amazon's flight plans, and Cummings says the agency hasn't been quick to move on the domestic use of drones.
"I think they (Amazon) are stepping out in a typically naive way, (but) maybe they have some secret insight to the FAA that I don't have," she said.
Cummings predicts the company will get approval to start Prime Air in other countries before the United States, but she says that having a retail and technology giant like Amazon pushing for it could speed things up for everyone.
"I don't want anybody to think this is right around the corner," Bezos warned during the "60 Minutes" interview.
How will I know if I'm eligible for a drone visit?
Bezos said the octocopters will have a 10-mile radius. So, it's likely that folks in big cities near Amazon distribution sites would be a lot more likely to qualify than those in more remote areas.
He says they'll initially carry items up to five pounds, which is roughly 86% of all deliveries Amazon makes.
But for even that 10-mile range to work, Amazon better be onto something about battery life that the rest of us don't know. Cummings said drones the size of the octocopters have a battery life of about 30 minutes, and the weight of their cargo could make that even shorter.
What will keep people from shooting them down?
OK, it's perhaps a little off-topic. But every single conversation we've had about the Amazon drones has, at some point, ended up focused on the innate human desire to knock stuff out of the sky, preferably with a loud bang.
Cummings joked about producing a reality show in which marksmen from different states compete to see how many octocopter targets they can bag. At least, we're pretty sure it was a joke.
Perhaps not surprisingly, Amazon doesn't directly address its drones becoming high-tech clay pigeons in a statement about safety.
"The FAA is actively working on rules and an approach for unmanned aerial vehicles that will prioritize public safety. Safety will be our top priority, and our vehicles will be built with multiple redundancies and designed to commercial aviation standards," the statement reads.
But Cummings says it's a real issue.
"It's not just people who hate drones," she said. "It's people who want those packages."
She speculated the drones will need to fly at an altitude of at least 300 feet for as long as possible to avoid attracting pot shots from target shooters or thieves. She also envisions safe "drop spots," at least at first, instead of delivery to any address within range.
"There are lots of details that need to be worked out, but nothing that is technologically overwhelming," she said.
Will the drones work when the weather is bad?
Amazon's official statement doesn't address this obvious question. But Cummings says that to make the drones reliable in most weather conditions, Amazon would need to improve on currently available technology.
"They can fly in some precipitation, but certainly not heavy precipitation," she said. "Sleet or snow ... would obscure some of the sensors. It's hard to make it a really solid business if the weather holds you back. They're going to have to work on that."
What could come next?
Amazon isn't the only company at least toying with the idea of using unmanned aerial vehicles for commercial purposes. Domino's posted video of the "DomiCopter" delivering two pizzas in the United Kingdom earlier this year. In June, the Burrito Bomber, the creation of a couple of engineers from Yelp, demoed its ability to fly that tasty treat to your doorstep as well.
Cummings hopes that's all just the beginning. Using drones for beneficial civic or commercial purposes, instead of military actions, is a growing trend.
"Medical supplies, wildlife monitoring, cargo, firefighting -- it's a pretty long list of things that drones can do," she said. "It's reinvigorating a dying aerospace industry."