Landing pads, special mailboxes and more: A future where delivery drones buzz through neighbourhoods could prompt architects and builders to rethink.
4 min
Let’s say you want a hamburger.
With a few taps on your phone—no onions, please—the order is placed, with delivery set for within the hour. Soon, your specially wrapped burger appears on the horizon, borne aloft by a humming drone. A retractable door on your rooftop opens to reveal a landing pad and delivery receptacle. The drone places the burger into a box, preferably heated, and a small elevator brings it into the house. “Ding.” Your app alerts you that your burger is warm and waiting.
It’s getting closer: A future where droves of drones buzz through neighbourhoods to drop off and pick up groceries, food orders and packages. Architects and builders might have to rethink overall home design to accommodate remote delivery, with drone landing pads mounted on kerbside mailboxes, built onto rooftops or perched on windowsills. This, in turn, could reshape entire neighbourhoods to include designated drone airspace and traffic patterns designed to ensure the safety of residents.
Drone divisions created by Amazon.com Inc., United Parcel Service and Google’s parent Alphabet Inc. have all received permission from the U.S. Federal Aviation Administration for limited deliveries, paving the way for commercial drone service. Amazon Prime Air is testing technology to deliver packages weighing up to 2.26kg in 30 minutes or less. Alphabet’s Wing trials in Christiansburg, Va., allow residents to get deliveries from FedEx Corp., Walgreens and local restaurants. In Florida, UPS subsidiary Flight Forward and CVS Health Corp. deliver prescription medications to residents of the Villages, the largest retirement community in the U.S.
Still, none of the major players have figured out a seamless way for consumers to receive their deliveries at home. Cargo landing in backyards and driveways raises safety questions regarding both people and packages.
At least one tech startup is working on a solution. Valqari, a Chicago company founded in 2017, is developing drone-delivery mailboxes that can accept all types of shipments, from retail packages to restaurant meals. The top of the mailbox acts as a landing pad, and the drone activates a retractable door to a space where packages can be safely deposited, explains Valqari founder and chief executive Ryan Walsh.
Mr Walsh says he envisions drone-delivery mailboxes mounted on rooftops and windowsills of homes or part of a centralized bank of mailboxes that can serve a neighbourhood or apartment complex. Someday, drone-delivery mailboxes will be “as common as a garage,” he says.
The idea isn’t far-fetched. In South Florida, the Paramount Miami Worldcenter condo building was designed to include a “skyport,” a platform on the roof that could someday accommodate vertical takeoff and landing, or VTOL, vehicles as a shuttle for residents. While the possibility of air taxis is years away, “I could see package delivery as happening sooner,” says developer Dan Kodsi, chief executive of Royal Palm Cos. “We have capability because elevators run all the way to the roof.” He adds that the skyport concept has been a selling point at Paramount Miami, where apartments are for sale from about US$750,000 to US$11 million for a penthouse. “Some people bought [units] knowing that it could potentially raise the value of their property,” he says.
Another concept for potentially incorporating drone delivery into residential development comes from Walmart Inc. The retailer <a”icon none” href=”https://pdfaiw.uspto.gov/.aiw?PageNum=0&docid=20190300202&IDKey=1EE7B2FDEDBE&HomeUrl=http://appft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1%26Sect2=HITOFF%26d=PG01%26p=1%26u=/netahtml/PTO/srchnum.html%26r=1%26f=G%26l=50%26s1=20190300202.PGNR.%26OS=%26RS=” target=”_blank” rel=”noopener”>submitted a patent application for a delivery chute mounted onto an apartment building. Drone deliveries would be dropped through the chute and onto a conveyor belt, which would transport packages into the building’s mailroom for distribution.
When the majority of homes are outfitted with drone-delivery mailboxes and landing pads, they could form the cornerstone of “smart cities,” Mr Walsh projects. Outfitted with solar panels, the mailboxes could provide their own electricity—and even generate enough electricity to sell back to the grid. Data from meteorological sensors could ensure that drones will be able to land safely, with the added benefit of making weather forecasting hyper-local. Masses of mailboxes would also provide a place to put transportation sensors that could report real-time road and traffic conditions or telecom technology that could bolster wireless signals, making cities smarter. Mapping sensors would be particularly useful in remote or rural areas, which tend to be the least mapped.
Enthusiasts say that drone deliveries require less manpower than delivery trucks and would reduce both traffic congestion and fuel emissions. But before hamburgers can fly through the sky, a lot of things have to happen. Chief among them is a drone air-traffic control system to manage unmanned aircraft and protect the airspace from attacks. Currently, the FAA is working on a way to link drone registration to uniform tracking requirements, allowing the agency to identify drone operators and digitally follow their vehicles from takeoff to landing. Tech innovators must ensure that collision-avoidance technology can avert drone crashes. And companies themselves must surmount logistical challenges in stocking, deploying and recharging drones.
On the consumer end, the public will want assurances that their peace and privacy is protected. For example, in Australia, drone-delivery trials by Wing resulted in complaints from residents in suburban Canberra that the crafts were noisy and intrusive. Based on that feedback, Wing developed new propellers that emit a quieter, lower-pitched sound, an Alphabet representative says. In terms of privacy, she added that drone cameras take still, low-resolution images that are used strictly for navigation.
Overall, the main concern is safety, says German academic Mario Schaarschmidt, who specialises in logistics, technology and innovation management in services. Earlier this year, Dr Schaarschmidt and his colleagues at the University of Koblenz-Landau released a paper that aimed to assess whether consumers would willingly adopt drone deliveries. People who were interviewed in the research most frequently cited fears about their personal safety as well as financial risks of property loss.
Over time, Dr Schaarschmidt thinks widespread drone deliveries could become the norm for homes, “but only if the first deliveries with drones go smoothly. If you experience any problems, people won’t accept them.”
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What a quarter-million dollars gets you in the western capital.
Alexandre de Betak and his wife are focusing on their most personal project yet.
3 min
Many luxury hotels only build on their gilded reputations with each passing decade. But others are less fortunate. Here are five long-gone grandes dames that fell from grace—and one that persists, but in a significantly diminished form.
A magnet for celebrities, the Garden of Allah was once the scene-making equivalent of today’s Chateau Marmont. Frank Sinatra and Ava Gardner’s affair allegedly started there and Humphrey Bogart lived in one of its bungalows for a time.
Crimean expat Alla Nazimova leased a grand home in Hollywood after World War I, but soon turned it into a hotel, where she prioritised glamorous clientele. Others risked being ejected by guards and a fearsome dog dubbed the Hound of the Baskervilles. Demolished in the 1950s, the site’s now a parking lot.
The Astor family hoped to repeat their success when they opened this sequel to their megahit Waldorf Astoria hotel in 1904. It became an anchor of the nascent Theater District, buzzy (and naughty) enough to inspire Cole Porter to write in “High Society”: “Have you heard that Mimsie Starr…got pinched in the Astor Bar?”
That bar soon gained another reputation. “Gentlemen who preferred the company of other gentlemen would meet in a certain section of the bar,” said travel expert Henry Harteveldt of consulting firm Atmosphere Research. By the 1960s, the hotel had lost its lustre and was demolished; the 54-storey One Astor Plaza skyscraper was built in its place.
In the 1950s, colonial officers around Africa treated Mozambique as an off-duty playground. They flocked, in particular, to the Santa Carolina, a five-star hotel on a gorgeous archipelago off the country’s southern coast.
Run by a Portuguese businessman and his wife, the resort included an airstrip that ferried visitors in and out. Ask locals why the place was eventually reduced to rubble, and some whisper that the couple were cursed—and that’s why no one wanted to take over when the business collapsed in the ’70s. Today, seeing the abandoned, crumbled ruins and murals bleached by the sun, it’s hard to dismiss their superstitions entirely.
The overwater bungalow, a shorthand for barefoot luxury around the world, began in French Polynesia—but not with the locals. Instead, it was a marketing gimmick cooked up by a trio of rascally Americans. They moved to French Polynesia in the late 1950s, and soon tried to capitalise on the newly built international airport and a looming tourism boom.
That proved difficult because their five-room hotel on the island of Raiatea lacked a beach. They devised a fix: building rooms on pontoons above the water. They were an instant phenomenon, spreading around the islands and the world—per fan site OverwaterBungalows.net , there are now more than 9,000 worldwide, from the Maldives to Mexico. That first property, though, is no more.
The Ricker family started out as innkeepers, running a stagecoach stop in Maine in the 1790s. When Hiram Ricker took over the operation, the family expanded into the business by which it would make its fortune: water. Thanks to savvy marketing, by the 1870s, doctors were prescribing Poland Spring mineral water and die-hards were making pilgrimages to the source.
The Rickers opened the Poland Spring House in 1876, and eventually expanded it to include one of the earliest resort-based golf courses in the country, a barber shop, dance studio and music hall. By the turn of the century, it was among the most glamorous resort complexes in New England.
Mismanagement eventually forced its sale in 1962, and both the water operation and hospitality holdings went through several owners and operators. While the water venture retains its prominence, the hotel has weathered less well, becoming a pleasant—but far from luxurious—mid-market resort. Former NYU hospitality professor Bjorn Hanson says attempts at upgrading over the decades have been futile. “I was a consultant to a developer in the 1970s to return the resort to its ‘former glory,’ but it never happened.”
