A árvore mais rara de Portugal continental

Por Luís Alves

Houve um tempo em que as florestas de carvalho escreviam o mapa inteiro de Portugal, todo um reino de Quercus sp., com suas coroas de folhas que se erguiam sobre serras, vales e ribeiras, guardando água e vida.

De Norte a Sul, das margens húmidas do Minho às encostas ásperas do Alentejo, dos vales oceânicos às serras interiores, os carvalhos erguiam a sua arquitetura imponente e majestosa. Hoje sobrevivem em refúgios escondidos, como se procurassem abrigo do esquecimento, fragmentos de um continente desaparecido.

De todas, o carvalho-alvarinho ou carvalho-roble (Quercus robur), o mais nobre dos autóctones, erguendo-se como um monumento vivo, é aquele que mais me comove, como um velho patriarca que guarda histórias que mais ninguém sabe. É também um dos mais desvalorizados pela população, que nele vê pouco mais do que lenha para a fogueira de inverno.

Encontra no Noroeste e nas bacias atlânticas o seu território clássico. Precisa de solos profundos, frescos e arejados, onde a água se demora e a neblina se deita nas manhãs compridas. É árvore de copa cheia e tronco habituado ao tempo.

Mais a Oriente, ou quando o relevo sobe e a rocha endurece, encontramos o carvalho-negral (Quercus pyrenaica), que tem na serra de São Mamede, nas encostas beirãs e em alguns planaltos do Alto Alentejo o seu reduto resistente. Prefere substratos ácidos e climas menos severos no estio, mas suporta o frio com uma dignidade firme e conserva as folhas secas no inverno, que o protege dos gelos tardios.

No coração calcário do país, o carvalho-cerquinho ou carvalho-português (Quercus faginea) estende-se por encostas e dolinas, visita os maciços da Estremadura, desce pelas serras da Arrábida e penetra no Alentejo onde o solo e a geologia o permitem.

É espécie que concilia invernos suaves e verões longos, buscando fissuras rochosas com frescura escondida. No litoral ocidental aparece a carvalhiça (Quercus lusitanica), discreta e arbustiva, fiel às areias e cascalheiras, calcífuga como quem escolhe o que não lhe fere as raízes.

Em terrenos mediterrânicos mais secos e pedregosos resiste o carrasco (Quercus coccifera), de folha dura e sempre-verde, alargando manchas nos matagais calcários onde o calor impera.

Mais a sul, a diversidade torna-se mais rara mas persiste. O carvalho-cerquinho acompanha encostas do barrocal algarvio e encontra refúgios em vales húmidos. O carvalho-negral mantém núcleos no Alto Alentejo e em manchas residuais no interior sul. A carvalhiça continua a segurar dunas e areais na faixa costeira do centro-sul.

Nos refúgios húmidos das serras de Monchique e do Caldeirão surge o carvalho-de-Monchique (Quercus canariensis), o mais raro de todos, convivendo com sobreiros (Quercus suber) e azinheiras (Quercus rotundifolia), medronheiros, loureiros e outras espécies de monte mediterrânico.

O território que esta espécie habitava foi sendo perturbado por décadas de cortes seletivos, incêndios recorrentes e conversões para usos mais intensivos, perdendo os mosaicos florestais que outrora formavam corredores de continuidade. O grande fogo de 2018 em Monchique foi um golpe particularmente severo, destruindo muitos dos últimos núcleos e agravando ainda mais a fragmentação.

Com a paisagem aberta e empobrecida, instalaram-se espécies oportunistas e exóticas, a regeneração natural rareou e as árvores jovens sucumbiram ao pastoreio e ao calor excessivo. Durante anos, a própria espécie foi confundida com formas híbridas, o que atrasou o conhecimento preciso da sua distribuição. Hoje sabemos que a população nacional é diminuta, com menos de 250 indivíduos maduros, e que a tendência histórica foi de regressão continuada. É considerada a árvore mais rara de Portugal continental.

Entre estas espécies, algumas são marcescentes, guardando as folhas secas nos ramos durante o inverno. O carvalho-negral e o carvalho-cerquinho são exemplos perfeitos desta estratégia, que protege os gomos das geadas e adia a queda da matéria orgânica para a primavera, quando o solo está pronto a recebê-la. Outras, como o sobreiro, a azinheira e o carrasco, são sempre-verdes e mantêm copa ativa todo o ano, assegurando abrigo e alimento contínuo para a fauna e estabilidade para o solo.

Nos últimos anos, a ciência tem mostrado que o retrato dos carvalhos portugueses é mais complexo do que se imaginava. Uma nova lista anotada elevou de oito para onze as espécies autóctones reconhecidas em Portugal, incluindo Quercus orocantabrica, Quercus estremadurensis, Quercus pseudococcifera e Quercus airensis.

Q. orocantabrica distingue-se geneticamente do carvalho-alvarinho clássico, enquanto Q. estremadurensis é um pedunculado de características próprias, com presença no ocidente ibérico e raízes biogeográficas que tocam o Norte de África.

Q. pseudococcifera e Q. airensis clarificam o intrincado grupo dos carrascos mediterrânicos, revelando adaptações a solos calcários e climas áridos. Estas distinções mostram que o património genético dos carvalhos nacionais revela uma diversidade biogeográfica mais fina do que supúnhamos, e que proteger os bosques remanescentes é também proteger esta nova leitura da sua identidade.

A história destes carvalhais é também a de uma surpreendente plasticidade genética. A ciência recente tem revelado um verdadeiro mosaico de híbridos naturais, resultado de encontros entre espécies vizinhas ao longo de séculos.

Foram descritos formalmente cinco novos híbridos para a ciência, como Quercus × eborense (azinheira com carrasco), Quercus × capeloana (carrasco com sobreiro), Quercus × almeidae (falso-carrasco com azinheira), Quercus × alvesii (carvalhiça com azinheira) e Quercus × sampaioana (carvalho-português com Q. estremadurensis), somando-se aos já conhecidos.

O Chega, o Parlamento, as mentiras e oportunismo

O que incomoda nem é a ignorância, nem a imprudência, nem o oportunismo. 

E as mentiras são uma constante, obrigando a verificação de factos.

O que verdadeiramente incomoda é termos 60 deputados do CHEGA no Parlamento que, mensalmente, consomem entre 540 mil e 600 mil euros do erário público — algo como 6,6 a 7,2 milhões de euros por ano — para votarem sem se darem ao trabalho de perceber o que estão a votar.

Tudo isto às nossas expensas. Às vossas expensas.

Já agora: todo o orçamento anual da Presidência da República ronda 17,8 milhões de euros, e a remuneração direta do Presidente não chega a 1% desse valor (~122 mil/ano). Os 60 deputados do CHEGA gastam quase metade do custo de manutenção e funcionamento do Palácio de Belém

Chega: sexo, mentiras e Deus

Numa pequena cidade dos EUA, um contabilista obeso morreu subitamente no seu cubículo de trabalho. No seu funeral estavam apenas a mulher e os filhos, que mal o conheciam. O homem vivia em frente ao computador e falava pouco. Nessa mesma noite, longe da família enlutada, houve outro funeral. “Ajax”, a personagem que o contabilista protagonizava num jogo de computador, foi homenageada por milhares de pessoas, no mundo inteiro, que nunca viram o contabilista solitário, não sabiam quem era ou onde morava. Esse funeral foi épico, com amigos, aliados, inimigos e adversários, que celebravam os feitos heróicos de Ajax naquele jogo. Afinal, qual era a “vida” realmente importante do homem que morreu? Na realidade ou no jogo?

Esta história é contada por Steve Bannon, o antigo conselheiro de Donald Trump, que dirigiu a sua campanha vitoriosa em 2016, no filme American Dharma, de Errol Morris (2018). Bannon argumenta que o “destino” (dharma) da vida de milhões de pessoas está vazio — e pronto a ser preenchido por quem o saiba compreender. “Vem aí uma revolução”, explica o guru de Trump a um céptico realizador que o tenta confrontar. Bannon e Morris não parecem discordar sobre as causas desse vazio: as classes médias sentem-se hoje como os servos russos do século XVIII, ou como hamsters numa gaiola, concede Bannon, enumerando as razões materialistas que levam muitas pessoas a refugiar-se nos jogos, nas teorias da conspiração e na ficção para encontrar um sentido para as suas vidas. Estão reféns do sector financeiro e entregaram a sua auto-determinação às plataformas digitais e à inteligência artificial — tudo isso é verdade, argumenta o estratega político. Mas para se entender a mobilização que alimenta esta corrente política que nem sequer tem um nome consensual — “direita radical”, “extrema-direita” ou “direita populista” — é preciso juntar à realidade os mecanismos da pura ficção. Aqueles que procuram um sentido são os combatentes da “guerra” que os políticos como Trump, Ventura ou Bolsonaro seduzem para travar.

Não será por acaso que Miguel Carvalho, jornalista que investigou o Chega nos últimos cinco anos, escolheu começar o seu livro (Por Dentro do Chega, com a chancela da Objectiva) por uma história que André Ventura criou. Ameaçado por uma suposta investigação judicial que pretendia prendê-lo — mas nunca existiu —, Ventura refugiou-se na luxuosa Quinta das Nespereiras, em Odiáxere (Lagos). O proprietário, Arlindo Fernandes, militante do Chega, conta que viu chegar, “borradinhos de medo”, o líder do partido e a sua mulher, mais um grupo restrito de dirigentes. Estávamos em 2020 e Ventura era deputado. O seu plano era passar à “clandestinidade”, numa lancha rápida com destino a Tânger, Marrocos. Um político como Ventura precisa de criar uma personagem, com um “destino”, um arco narrativo. É esse mecanismo que o liga aos votantes — mais de um milhão e 400 mil nas últimas legislativas.

Miguel Carvalho recolheu centenas de testemunhas, de dirigentes e militantes do Chega. Muitos, certamente sem conhecerem a teoria de Bannon, apontam essa explicação “Ajudei a nascer o Chega porque acreditei que era algo que Deus queria que eu fizesse. Entretanto, o André revelou-se um Saul e não um David. É um grande actor,” diz Lucinda Ribeiro, a mulher nascida em Meimoa, Penamacor, que organizou o crescimento do Chega nas redes sociais. A seu lado trabalhava outra mulher, de origem social bem diferente: Patrícia Sousa Uva gosta de se chamar a si própria de “dondoca”. O seu testemunho sobre Ventura também revela uma personagem construída: “É uma mistura de padre com chico-esperto do futebol de Mem Martins.”

O grupo que geria as redes sociais de Ventura incluía ainda Gerardo Pedro, de Santarém. “Via-o a ralhar na CMTV, no ‘Rua Segura’, e deixei-me ir naquela conversa, era música para os meus ouvidos…” Hoje, Lucinda, Patrícia e Gerardo deixaram de se rever na personagem. “Sinto vergonha de ter andado nisto. Não é o que quero, nem para a minha filha… Este homem não pode governar o país. Não pode”, diz Gerardo Pedro. Mas o seu trabalho (muitas vezes de sapa, com perfis falsos, montagens e difamações sobre outros políticos) permitiu a Ventura libertar-se da sua ajuda. O líder é a personagem, como revela o livro: 80% dos fundadores do Chega já saíram do enredo.

“O meio é a mensagem”, explica Bannon ao cineasta americano (e seu adversário político) Errol Morris. Não se trata de uma citação nova, nem original. Quando Marshall McLuhan a escreveu, em 1967, não havia X, nem TikTok, nem Facebook, nem Youtube, ou qualquer das “redes” onde a maioria das pessoas hoje forma as suas opiniões, e onde os políticos da direita radical “pescam” os seus apoiantes. Mas a ideia continua a fazer sentido, seja ali ou na televisão, que reproduz de maneira acrítica os vídeos — encenados ao detalhe — que Ventura diariamente protagoniza.

As redes substituíram os media e têm consequências — pessoais, políticas, económicas, estéticas, psicológicas, morais, éticas e sociais — que nenhuma força política tradicional, de esquerda ou de direita, parece compreender. A extrema-direita foi hábil a identificar esta mudança estrutural no debate político. As redes são a sua casa (e o dono do X, Elon Musk, faz saudações nazis para os acolher).

“Aqui a gente destrói os caras”, explica Silas Malafaia, mostrando o seu telemóvel. É um pastor evangélico, celebridade nas redes e na televisão brasileira. Ele é a personagem principal de Apocalipse nos Trópicos (Netflix, 2024), o mais recente documentário da brasileira Petra Costa.

Entrevistado ao longo dos últimos anos, em visitas pessoais a Bolsonaro no Palácio do Planalto, ou a viajar no seu avião privado que — gaba-se — custou mais de um milhão de dólares, Malafaia é um religioso que quer ser influente na política, depois de ter herdado uma igreja evangélica que há dez anos tinha 15 mil fiéis. “Tem 100 mil agora”, exclama. “Evangélicos e católicos somos a maioria absoluta do país! A democracia é a vontade da maioria absoluta”, teoriza o evangélico rico.

Essa via para um regime político de faceta teocrática não existe apenas no Brasil ou nos Estados Unidos. Já chegou a Portugal há algum tempo. Lucinda Ribeiro é não só uma eficaz “guerreira" nas redes sociais, mas abriu as portas do Chega a um grupo demográfico novo: o voto evangélico.

Só na região de Lisboa há mais de mil igrejas evangélicas. As mais pequenas têm menos de 100 pessoas, enquanto as maiores (como a IURD ou a Igreja Maná) organizam muitos milhares. Miguel Carvalho aponta alguns nomes curiosos de congregações: “Assembleia de Deus Fogo para a Europa”, “Igreja Baptista Cristo Vive em Células”, “Igreja do Avivamento em Portugal”, ou “Igreja Evangélica Bola de Neve”.

Estas igrejas são espaços comunitários, raros, nas nossas sociedades, quando quase todas as formas de organização (incluindo a Igreja Católica, os sindicatos, as associações culturais) estão em crise. No início deste século, os evangélicos representavam 5% da população brasileira, sendo agora quase um terço dos 212 milhões de habitantes do Brasil. Ricardo Marchi, observador (muitas vezes participante) do Chega é citado por Miguel Carvalho: “Muitos evangélicos comprometeram-se com o Chega desde o início, compartilhando vídeos e textos de fiéis brasileiros contrários à agenda da esquerda (principalmente política de género e mobilização LGBTQIA+).”

Ventura deixou nas redes o convite: “O Chega é a religião dos portugueses comuns”; “Nós somos como aquelas seitas religiosas: fortíssimos”; “Sou muito religioso e acredito que o que me aconteceu a mim e ao Chega na História de Portugal, desde o meu percurso de comentador até ao Parlamento, é um milagre”; “Quero todas as igrejas cristãs com o Chega. Todas. Sem medo nem preconceito”; “Deus no Comando!”

“Olham para Ventura como Messias político e testa de ferro dos seus interesses”, explica, no livro de Miguel Carvalho, João Viegas, pastor evangélico português. “Somos um partido de fanáticos religiosos”, acrescenta Luís Alves, ex-dirigente do Chega, em Sintra.

Poder, dinheiro e favores são a moeda de troca neste negócio político-religioso, detalha o livro.

Fonte

Steve Bannon gosta de repetir uma frase estranhamente ameaçadora: "É melhor reinar no inferno do que servir no céu." (John Milton, Paraíso Perdido).

Sampaio da Nóvoa: "Os partidos preferem salvar a pele a salvar o país"

Como é que o PS pode sair da crise em que mergulhou?

Não vou dar conselhos a partidos, sobretudo a partidos nos quais nunca estive integrado. Agora, há um problema de fundo com os partidos em Portugal, viraram-se muito para dentro deles próprios.

O PS deve ser o parceiro do Governo para aprovar o Orçamento, ainda que Luís Montenegro possa não excluir o Chega das conversações?

Não diria a mesma coisa há dez anos, mas a cada momento temos de perceber onde é que está o problema principal, qual é a ameaça. Hoje a ameaça principal está claramente definida e portanto, sim, devemos fazer tudo para assegurar estabilidade. Não quer dizer que concordemos com tudo. É bom que haja uma crítica, porque isso faz parte da democracia. A democracia é a promessa de uma liberdade total, mas deve ser feito tudo para assegurar a continuidade deste Governo até ao final da legislatura.

Não há o risco de deixar o Chega liberto de responsabilidades, com mais espaço para ser oposição e crescer?

Não acredito nisso. Eu acho que o problema de Portugal está na instabilidade que foi criada nestes últimos anos.

O resultado nas autárquicas deve ser tido em conta na avaliação que os candidatos presidenciais fazem dos jogos de forças?

Quaisquer eleições têm uma leitura política. Claro que os candidatos que estão no terreno, as pessoas, os partidos, os movimentos, os cidadãos, devem fazer uma leitura disso. Até antes desse dia, a conversa já é necessária agora. É necessário que falem.

Acredita que haja ainda uma desistência por parte de alguns dos candidatos?

Não sei. Não estou na cabeça deles nem dentro dos partidos. O que me custa muito é que os partidos, na sua lógica interna, fecham-se na sua concha e às vezes preferem salvar a pele a salvar o país. De repente um partido que tem 3% conseguiu um candidato que teve 3,5% e é uma vitória extraordinária, o país pouco importa.

Esse recado encaixa-se por exemplo no PCP e na forma como recusou coligações?

Encaixa-se de um modo geral em todos os partidos. A maneira como não se renovaram, não construíram novas gerações de quadros, não se abriram à sociedade, não conseguiram construir outras dinâmicas, é um dos fatores que nos trouxe aqui. Mas chegados aqui, a prioridade das prioridades é combater esta espécie de fatalidade, de inevitabilidade que o André Ventura muito inteligentemente tem deixado passar junto de toda a gente. Precisamos de corrigir as imperfeições, já disse no discurso do Dia de Portugal em 2012, já lá vão 13 anos, quando utilizei a imagem de que há muitos Portugais dentro de Portugal. E se em 2012 havia muitos, em 2025 ainda há mais Portugais de desigualdades, de pobreza.

Quais são as nossas maiores assimetrias? Sociais ou territoriais?

São sociais. Há hoje um nível de vida médio aceitável em Portugal. Não é bom, mas é aceitável. Mas há bolsas de pobreza e de miséria absolutamente inaceitáveis. E também de pobreza e de miséria nos imigrantes, naqueles que acolhemos, o que é igualmente inaceitável. Há uma fratura social muito forte e há também as grandes desigualdades territoriais. Eu que nasci em Valença, que vivi no Minho, no Porto, em Coimbra, em Aveiro, em Lisboa e em Oeiras, que fiz várias voltas ao país ao longo da minha vida, às vezes estou em Arouca e dizem-me que é o interior dos interiores. Arouca em linha reta deve estar a 35 km do mar.

Essa desigualdade é a causa maior do ressentimento que tem dado espaço ao Chega.

A desigualdade é uma das causas maiores, aquela sensação de que não podemos conduzir a nossa vida, que não temos os instrumentos, os lugares para habitar, os lugares para trabalhar, etc., junto com a ideia de abandono. A ideia de que elegemos certas pessoas para cuidarem de nós, porque é esse o princípio da democracia, e sentimo-nos abandonados.

As redes sociais e o contexto internacional são fatores a ter igualmente em conta. Ou seja, Portugal não está sozinho relativamente aos extremismos e à polarização.

O último relatório feito em França, pela Assembleia Nacional Francesa, sobre o TikTok é absolutamente assustador. Nós não sabemos lidar com o digital, que é uma espécie de máquina extraordinária que puseram nas nossas mãos em muito pouco tempo e não sabemos o que fazer com isto. Receio que o mundo digital seja um mundo contrário ao da democracia. Por duas razões principais. Porque a democracia é um exercício de tempo, de maturidade, de diálogo.

E o digital é um espaço de velocidade.

O digital é o contrário disso. E a democracia precisa de uma segunda coisa que é essencial, que são as mediações institucionais. O digital é o contrário disso tudo, é o instantâneo e é o direto. Eu receio que a democracia tal como a conhecemos esteja em sérios riscos face ao mundo digital, se não aprendermos muito rapidamente a lidar com ele. E depois, claro, os fenómenos internacionais. Julgo que estamos a assistir, com grande pena minha, a uma espécie de fim de uma época, que tem três datas. 1945, Nações Unidas, cooperação, multilateralismo. 1948, direitos humanos. 2015, agenda 2030 da sustentabilidade. Julgo que estamos a assistir ao fim de uma época destas três datas.

Quando anunciou que não seria candidato, disse que nunca virará a costas nem falhará ao seu país e que a cidadania exige coragem. Não lhe faltou coragem no momento de avançar?

A coragem está cá e estará sempre. Eu não tenho medo. Ao dar esta entrevista, estou a fazer uma intervenção pública cidadã, a pedir a convergência, a apelar aos candidatos das autárquicas, que são de uma importância extrema para os próximos anos, e aos candidatos presidenciais, estou a fazer o papel que julgo que me compete. Não tenho nenhum plano. Se for preciso travar combates, estarei para os combates que for preciso travar.

Agrotóxicos e colonialismo químico. Conheça o trajecto e trabalho de Larissa Bombardi

Larissa Bombardi é geógrafa, investigadora do Laboratório de Agroecologia da Universidade Livre de Bruxelas (ULB) no projeto Friction e professora licenciada do Departamento de Geografia da Universidade de São Paulo - USP.

Ela é autora do atlas: “Geografia do uso de agrotóxicos no Brasil e conexões com a União Europeia”, lançado em 2019 em sua edição em Inglês na Europa (Escócia e Alemanha) e "Geografia das assimetrias: o círculo vicioso dos agrotóxicos e o colonialismo na relação comercial entre o Mercosul e a União Europeia ", lançado em 2021 no Parlamento Europeu.

Após a publicação deste atlas Larissa passou por uma campanha de desinformação que visava atacar a sua credibilidade e a sua carreira. A juntar à campanha difamatória a casa de Larissa foi assaltada e recebeu várias outras ameaças.

Ela é também autora do livro “Agrotóxicos e Colonialismo Químico”, lançado em 2023 em Português e publicado em Francês (Pesticides – Um colonialisme Chimique) em 2024. Pode aceder ao conjunto cartográfico aqui

Larissa é membro do Fórum Nacional de Combate aos Impactos dos Agrotóxicos (Brasil), membro da diretoria da organização internacional "Justice Pesticide" e curadora da aliança Internacional IPSA (International Pesticides Standard Alliance).

Mais informações sobre a Larissa e o seu trabalho:

Entrevista curta 

Entrevista mais longa

Larry Ellison prevê um estado de vigilância dominado pela Inteligência Artificial

George Orwell’s 1984 warned of a future where Big Brother watches every move. Today, modern technology is making that vision a reality, and Oracle founder Larry Ellison—the world’s first-richest person— sees a growing opportunity for his company to help authorities analyze real-time data from millions of surveillance cameras.

“Citizens will be on their best behavior, because we’re constantly recording and reporting everything that is going on,” Ellison said in an hour-long Q&A during Oracle’s Financial Analyst Meeting last week.

Fortune reached out to Oracle for clarification, but officials did not respond.

The world Ellison described sounds eerily similar to China’s social credit system, which controls citizens’ behavior through a network of cameras using some of the world’s most advanced facial recognition software to surveil their populace.

Nevertheless, his prediction may already be here in a sense.

Nowadays, it’s commonplace for Americans to whip out their smartphone and film their fellow citizens before uploading it to social media.

Some confrontations can go viral, with outraged users often attempting to doxx individuals and even coordinate a pressure campaign to get them fired.

This risk may not even be confined to those caught acting poorly in public.

Elon Musk, for example, is being sued by Jewish student Ben Brody for defamation after claiming on social media he was, in fact, a neo-Nazi (Musk’s attempt to have the case dismissed for reasons of constitutionally protected free speech was overruled by a court in May).

In Ellison’s view, citizens and state security organs like the police monitoring their every move will, however, be on an equal playing field.

He expects law enforcement officers will also be subject to constant surveillance.

“Every police officer is going to be supervised at all times, and if there’s a problem, AI will report that problem,” he said, in comments cited by Tech Crunch.

Whether this kind of 24-7 surveillance of everyone and everything means law enforcement will automatically be on their best behavior is, however, debatable.

George Floyd’s murderer was convicted largely because the former Minneapolis police officer Derek Chauvin was filmed in broad daylight for more than nine minutes as he slowly choked the man to death.

While the footage was shot close enough to Chauvin to suggest he was aware he was being filmed, he may not have known.

That isn’t true, though, for Miami-Dade officer Danny Torres, who was suspended from duty after footage from his own colleagues’ bodycams showed he used unnecessary and excessive force when arresting NFL football player Tyreek Hill for speeding.

Contra a vontade da direita, é aprovada a criação do Museu da Resistência do Porto

Com a abstenção do PSD/IL e os votos contra do Chega e CDS-PP, a Assembleia da República fez aprovar a proposta do PCP para a criação deste museu no edifício da Rua do Heroísmo, onde esteve instalada a delegação da PIDE.

Na delegação da PIDE/DGS no Porto (instalada na Rua do Heroísmo, ao lado do Cemitério do Prado do Repouso) estiveram presas, ao longo dos 40 anos em que esteve activa, mais de 7600 pessoas, mulheres e homens, que enfrentaram o fascismo. As torturas que eram reiteradamente praticadas no local provocaram a morte de dois resistentes antifascistas, ambos militantes do PCP: o barbeiro Joaquim Lemos de Oliveira, de Fafe, e o operário Manuel Fiúza da Silva Júnior, de Viana do Castelo, antigo editor d'A Voz dos Famintos (um quinzenário anarquista) que acabou por se juntar aos comunistas.

Ambos foram torturados até à morte em 1957, com 16 dias de diferença. Manuel Fiúza da Silva Júnior, de 69 anos, é preso pela PSP enquanto distribuía propaganda que denunciava o assassinato de Joaquim Lemos de Oliveira (de 48 anos) às mãos da PIDE. Depois do 25 de Abril, este edifício ficou sob a tutela do Ministério do Exército que, em 1977, e depois da demolição de parte das instalações prisionais, ali instalou o Museu Militar do Porto.

A proposta apresentada pelo PCP em 26 de Setembro, na Assembleia da República, pretende mudar as instalações do Museu Militar para outro local e criar o Museu da Resistência Antifascista no Porto, instituindo ao mesmo tempo a Rede Nacional de Museus da Resistência, permitindo a articulação entre o Museu do Aljube – Resistência e Liberdade, de Lisboa, o Museu Nacional da Resistência e da Liberdade, de Peniche, e este novo espaço. Em 2018, o Ministério da Defesa, em resposta aos deputados comunistas, assumiu a inteira disponibilidade para deslocalizar o seu museu, nomeando diversas infra-estruturas que poderiam receber o seu espólio.

O espaço é, desde 2015, partilhado pela URAP e o Museu Militar, estando patente uma exposição com o título Do Heroísmo à Firmeza - Percurso na memória da casa da Pide no Porto - 1934-1974, que não colide com o projecto do Museu Militar.

Direita continua com dificuldade em lidar com o seu passado

«Urge dar um novo passo na valorização deste espaço como local de memória e homenagem às vítimas do fascismo e à luta pela democracia», refere o documento apresentado pelo PCP. A proposta foi aprovada com o votos favoráveis do PS, BE, Livre e PCP, a abstenção do PSD e da Iniciativa Liberal, e os votos contra do Chega e do CDS-PP, incapazes de se libertarem das suas pesadas heranças.

«O edifício do Heroísmo é um símbolo do regime fascista e, como antiga sede da polícia política, é o local adequado e justo para documentar, musealizar e, dessa forma, homenagear a luta pela liberdade daqueles que lá estiveram detidos e ali resistiram para construir no nosso país o 25 de Abril e o seu projeto emancipador de liberdade, progresso e desenvolvimento social», afirmam os comunistas.

Colonialismo Verde - transição energética enriquece bilionários e devasta países do Sul, segundo a Oxfam

Os minerais para a transição energética, extraídos no Sul Global, estão a ser monopolizados pelos ultra-ricos do Ocidente, denuncia a Oxfam num relatório. Esta prática reforça padrões coloniais destrutivos.

Libertar os hidrocarbonetos do nosso quotidiano e voltar a nossa atenção para as energias renováveis. Este é o objectivo da transição energética, defendido e incentivado durante muitos anos em resposta à crise climática. No entanto, para promover esta transformação do sistema, são necessários minerais — lítio, cobalto, níquel e cobre —. E embora 70% deles se encontrem no subsolo do Sul Global, grande parte dos lucros acaba nos bolsos do 1% mais rico.

A 24 de setembro, a Oxfam divulgou um relatório que esclarece o funcionamento interno deste poderoso negócio. Segundo a ONG, os ultra-ricos — indivíduos, empresas e governos — estão a apropriar-se da transição em detrimento das comunidades de baixo rendimento. Não se trata de abandonar a lógica capitalista ou de questionar o consumo excessivo de energia. Também não se trata de imaginar uma partilha adequada dos lucros obtidos com os povos locais, que suportam o peso das repercussões nefastas da exploração mineira.

"Estes projetos envolvem frequentemente violência, trabalho forçado e danos ambientais."

Nesta corrida frenética aos minerais, os países do Sul Global estão a ver os seus recursos serem roubados e as suas terras confiscadas por multinacionais. "Estes projetos envolvem frequentemente violência, trabalho forçado e danos ambientais, e são implementados sem o consentimento das comunidades que vivem nos países em questão", escrevem os autores. Acrescentam: "Por outras palavras, a dinâmica que deu origem ao colonialismo histórico está a ressurgir em novas formas com a transição ecológica."

De acordo com o estudo da Oxfam, 60% dos territórios reconhecidos como terras indígenas estão ameaçados por projetos relacionados com a transição energética. Isto equivale à área total do Brasil, dos Estados Unidos e da Índia ou o dobro do tamanho do império colonial francês no seu auge. "Sem uma reforma urgente para proteger os direitos e os territórios, a transição apenas reforçará os padrões de mais de 500 anos de colonialismo energético, escravatura e exploração de biomassa na era do carvão e do petróleo", lamenta a Oxfam.

Tesla, a personificação do colonialismo verde

Uma alavanca fundamental na descarbonização do sector dos transportes, a conversão das frotas de veículos ocidentais para a energia eléctrica é uma clara ilustração deste desequilíbrio. Por um lado, as comunidades suportam os custos desta transição. Por outro, um bilionário vê o seu portefólio impulsionado pela crise climática.

Em 2024, a Tesla, propriedade do homem mais rico do mundo, Elon Musk, registou 5,63 mil milhões de dólares em lucros com a venda destes veículos elétricos. Ao mesmo tempo, a República Democrática do Congo recebeu apenas 17,5 milhões de dólares em royalties pelas enormes quantidades de minerais fornecidas para construir cada um destes automóveis — 3 quilogramas de cobalto por veículo.

A diferença é ainda mais abismal entre a fortuna do oligarca e o salário de uma pessoa que trabalha nas minas, estimado em 7 dólares por dia: "[Isto] significa que ele levaria quase dois anos a ganhar o que a Tesla ganha com um único carro", observam os autores.

França também envolvida

Elon Musk, que fez a saudação nazi no início deste ano, não é o único a lucrar à custa do Sul Global. A multinacional francesa TotalEnergies também utiliza esta estratégia. Em 2024, a sua subsidiária maioritária, a TE H2, lançou um projeto denominado Chbika em Marrocos. O objetivo? Desenvolver um gigawatt de capacidade solar e eólica onshore para alimentar a produção — através da eletrólise da água do mar dessalinizada — de hidrogénio verde, posteriormente transformado em amoníaco verde destinado ao mercado europeu.

Embora o conceito possa parecer obscuro, a intenção final é simples: fornecer à União Europeia recursos renováveis. Este visa atingir os objectivos definidos pelo plano REPowerUE, que visa reduzir a sua dependência dos combustíveis fósseis russos até 2027. Ou seja, Marrocos — bem como outros países do Sul Global, que detêm 70% do potencial eólico e solar do mundo — está excluído da transição devido à falta de financiamento acessível.

Mecanismos Financeiros Coloniais

"A arquitectura financeira internacional é [além disso] igualmente desequilibrada, uma vez que, moldada por séculos de poder colonial, continua a aprisionar os países de baixo rendimento numa dependência estrutural", refere o relatório. Quando um país rico investe num projecto de energia limpa, beneficia de taxas de juro de 3 a 6%. Por outro lado, quando o cliente é um país do Sul, os bancos inflacionam estas taxas para 13,5%. Por outras palavras, fornecer energia limpa a 100.000 pessoas custa 95 milhões de dólares ao Reino Unido mas 188 milhões de dólares à Nigéria. Esta diferença de tratamento justifica-se por uma percepção distorcida do risco, afirma o relatório, moldada por décadas de estereótipos negativos.

Os dados estão também viciados pela espiral da dívida em que as elites poderosas mergulharam os mais vulneráveis. "Os países ditos 'em desenvolvimento' têm uma dívida externa de 11,7 biliões de dólares, mais de 30 vezes o custo estimado para garantir o acesso universal à energia limpa até 2030", alerta a Oxfam. Esta espada de Dâmocles é um enorme obstáculo à sua transição energética.

Uma única estatística basta para demonstrar o absurdo da situação: 14% da energia consumida pelo 1% mais rico do planeta poderia satisfazer as necessidades energéticas básicas de todos aqueles sem electricidade. A grande maioria destas pessoas vive na África Subsariana. No entanto, em 2024, o continente terá captado apenas 2% do investimento global em energia limpa. Uma triste ironia que a Oxfam esteja a pedir o fim.

Nobel da Economia dos EUA diz que taxas aduaneiras de Trump são "um desastre"

O economista norte-americano e Prémio Nobel da Economia, Joseph E. Stiglitz, afirmou hoje que “as taxas aduaneiras de Trump são um desastre” e lamentou que a “Europa tenha desistido” de negociar com o Presidente dos EUA.

“É realmente importante que a Europa não ceda”, defendeu numa conferência de imprensa realizada antes de receber o título de doutor ‘honoris causa’ da Universidade Internacional Menéndez Pelayo (UIMP), num evento realizado no Palácio Magdalena, em Santander.

“Ceder significa abandonar a soberania da Europa”, considerou.

Joseph E. Stiglitz alertou que as políticas comerciais e fiscais promovidas pelo Presidente norte-americano, Donald Trump, geram o caos económico, enfraquecem o Estado de direito e minam os direitos de propriedade intelectual.

O economista salientou também que as decisões tomadas pela administração Trump desde a tomada de posse, em janeiro, representaram uma “reviravolta de 180 graus” na tradição económica norte-americana, com políticas antiglobalização, cortes de impostos para os ricos e um abrandamento da supervisão institucional que, na sua opinião, causaram instabilidade tanto interna como externamente.

“A propriedade intelectual, essencial para o equilíbrio dos mercados, foi controlada e levou a uma espécie de bazar onde tudo vale”, sublinhou.

Stiglitz alertou ainda para os efeitos dos ataques do “trumpismo” à ciência e às universidades que vão “prejudicar o progresso e os indivíduos”, porque se instalou um sentimento de medo entre os estudantes nos Estados Unidos.

Muitos dos estudantes temem atualmente ser deportados por expressarem opiniões críticas e evitam regressar aos seus países durante as férias por medo de não poderem voltar a entrar nos Estados Unidos.

“Quem viveu o autoritarismo, como Espanha, sabe o que isso significa. Os Estados Unidos nunca viveram uma ditadura, e agora estamos a ver o que acontece se o sistema falhar”, disse, reiterando que as universidades devem continuar a defender os valores democráticos face a tais pressões.

Stiglitz aproveitou o seu discurso para destacar o papel internacional do primeiro-ministro espanhol, Pedro Sánchez, a quem elogiou pela sua liderança no evento “Democracia para Sempre”, realizado recentemente em Nova Iorque com outros países.

Oriundo de uma família judia, o Prémio Nobel da Economia abordou ainda a situação em Gaza, que descreveu como “um genocídio, tanto a nível humano como académico”.

Criticou as tentativas de silenciar o debate nas universidades e nos fóruns públicos, recordando as palavras de Pedro Sánchez na Universidade de Columbia, onde o primeiro-ministro espanhol afirmou que criticar Israel não é antissemitismo.

O papel ecológico dos fungos e cogumelos

"...Os fungos são especialistas em reciclagem. Como saprófitas — o termo técnico para organismos que se alimentam de matéria orgânica morta ou em decomposição —, são capazes de decompor matéria orgânica, decompondo moléculas orgânicas complexas em formas mais simples que podem ser reutilizadas por plantas e outros organismos fotossintéticos. Através da ação dos fungos, a morte torna-se a base de uma nova vida: o ciclo mais fundamental da vida. Este é o papel ecológico fundamental dos fungos e a razão pela qual são a pedra basilar de qualquer ecossistema próspero.
Mas em breve o outono estará entre nós aqui no hemisfério norte, e com ele os fungos darão um espetáculo que vai muito para além do seu importante papel ecológico. Um passeio na floresta durante o outono traz as cores quentes das folhas caídas e o cheiro húmido e vagamente adocicado da decomposição. Todo o verde glorioso do verão que passou deve agora ser reciclado. É uma época de festa para os fungos, por isso, qual a melhor altura para cuidar da reprodução? 
Por toda a floresta, os cogumelos começam a brotar numa variedade de formas e cores que rivalizam com as das flores da primavera. Tal como as flores para as plantas, os cogumelos são os órgãos reprodutores dos fungos, e muitas vezes a única parte visível dos organismos, compostos principalmente por redes complexas de filamentos longos e semitransparentes chamados hifas.  
Não se espalham apenas pelo solo da floresta. Se apontar um pouco mais alto, em direção aos troncos das árvores, também poderá avistar alguns dos fungos especializados em cascas de árvores, como o bonito galeirão-do-mato (Laetiporus sulphureus) na foto acima..."Ler o texto completo aqui

O Concerto Espiritual: A música barroca na época de Luís XV

Concert Spirituel (Concerto Espiritual, em francês) é o nome da série de eventos de concertos que existiu de 1725 a 1791 em Paris e foi pioneira para o gosto musical na França do século XVIII.
No final do reinado de Luís XIV (1722-1774), os chamados "concertos privados" tornaram-se moda em França. A música já não acontecia em igrejas e palácios, mas em casas particulares e jardins ao ar livre. Estes "concertos privados" tiveram o seu auge em França durante o reinado de Luís XV (1722-1774).
O nome Concert Spirituel deriva do facto de os concertos terem sido concebidos para serem realizados durante a Quaresma e outros feriados religiosos da Igreja Católica, totalizando cerca de trinta e cinco dias por ano, durante os quais todas as actividades "profanas" das principais instituições musicais e teatrais, como a Ópera de Paris, a Comédie-Française e a Comédie-Italienne, eram paralisadas.
Musique et Histoire é um festival internacional que se realiza anualmente desde 2006 na Abadia de Fontfroide, em Narbonne. O seu diretor artístico é o violista, maestro e musicólogo hispano-catalão Jordi Savall. Os concertos têm lugar em diferentes locais: particularmente na Corte Luís XIV, na igreja da abadia e no refeitório dos monges.

Boicote a Uber

A Uber acaba de anunciar uma parceria com a Flytrex, uma empresa israelita que fabrica drones autónomos para entrega de alimentos, prometendo um serviço mais rápido e sustentável. Os testes começam no final de 2025. É um grande salto para a tecnologia de entregas... ou não?

Uber bets tens of millions on drone deliveries with Israel's Flytrex

Este acordo rapidamente se tornou um foco de controvérsia.

Críticos e ativistas pró-Palestina estão a apelar ao boicote da Uber, destacando as raízes israelitas da Flytrex. O cofundador da Flytrex, Yariv Bash, fundou anteriormente a SpaceIL, a organização sem fins lucrativos por detrás da primeira missão privada de Israel à Lua, a Beresheet.

A empresa opera no mercado israelita através de uma filial local, a Fly Zipline Israel, estabelecida para implementar o seu serviço de entrega por drones no país

Uber Takes to the Skies: Uber has announced a partnership with drone startup Flytrex – including Uber’s first-ever investment in drone delivery – to start airlifting Uber Eats orders by autonomous drone. The service will pilot in select U.S. markets by late 2025, aiming to deliver meals in minutes via the sky [1] [2].

Proven Drone Tech: Flytrex brings a track record of over 200,000 drone deliveries in U.S. suburbs and is one of only four companies authorized by the FAA for beyond-visual-line-of-sight flights [3] [4]. Its drones carry up to ~6.5 pounds and can fly about a 5-mile round trip, lowering orders by cable right to customers’ backyards [5].

Race in the Skies: Uber’s move heats up the drone delivery race alongside Amazon’s Prime Air, Alphabet’s Wing, Zipline, and others. Wing and Walmart are expanding drones to 100 stores across major cities [6] [7], while Amazon is regrouping after pilot programs, planning new city launches following regulatory approvals [8] [9].

Cleared for Takeoff: New regulations are making drone delivery easier. The FAA just proposed rules to streamline longer-range drone flights, replacing case-by-case waivers [10]. Still, safety and noise are key concerns – early Amazon drones drew “giant mosquito” noise complaints [11] – but companies are deploying quieter models and traffic management systems to share the skies safely.

What It Means: If successful, drone delivery could slash delivery times and emissions, getting food and essentials to your door in 10–15 minutes instead of 30–60 [12] [13]. But big challenges remain: costs are high (around $13.50 per drone drop vs. $2 for a van delivery today) and drones can only handle small loads and fair weather [14] [15]. Even so, industry leaders say this is an “inflection point” – a future of on-demand flying couriers is closer than ever.

Uber & Flytrex Team Up to Launch Drone Deliveries

An Uber Eats delivery drone developed with Flytrex takes flight. The partnership aims to air-drop meals to Uber customers in minutes, marking Uber’s entry into autonomous aerial logistics [16] [17].

Uber’s latest delivery is headed skyward. In a press release titled “Uber Partners with Flytrex to Launch Drone Delivery”, the San Francisco tech giant announced a strategic alliance with Flytrex – an Israeli-founded drone delivery startup – to begin testing food deliveries by drone through Uber Eats [18]. This move marks Uber’s first investment in drone technology and a major step into autonomous aerial logistics [19] [20]. According to Uber, pilot programs will roll out in “Uber Eats’ pilot markets in the U.S. by the end of the year” 2025 [21], indicating that some customers could start receiving drones at their doorsteps within months.

What does the partnership entail? Uber isn’t building its own drones; instead it’s leveraging Flytrex’s proven autonomous drone system and integrating it with Uber’s massive delivery platform [22]. Flytrex will handle the hardware and flight operations, while Uber provides the ordering app, logistics network, and customer base. The goal is a “fully integrated end-to-end experience” where you could tap “order” in Uber Eats and have a drone dispatched, pick up your meal, and air-drop it to your home in minutes [23] [24]. Uber says this aerial option will complement its existing car, bicycle, and robotic couriers, expanding Uber’s delivery network beyond roads to the air [25]. It’s essentially Uber’s next leap toward a “flexible, multimodal delivery network” that includes sidewalk robots, self-driving cars, and now drones [26] [27].

Flytrex, for its part, brings serious credentials to the table. The company has been a pioneer in drone deliveries, operating in several states (including North Carolina and Texas) and even abroad since the late 2010s [28]. In fact, Flytrex has completed over 200,000 deliveries in the past three years – mainly flying takeout orders to suburban backyards – demonstrating the viability of its service at scale [29] [30]. Its drones have FAA authorization for Beyond Visual Line of Sight (BVLOS) flights, meaning they can legally fly beyond the operator’s direct view [31] [32]. (Only four companies have that distinction so far, Flytrex included, giving Uber a partner already vetted for regulatory compliance.) Flytrex’s drones are electric quadcopters equipped with a delivery box (often emblazoned with partner logos like Uber Eats or DoorDash) and a winch system to lower packages by tether from about 80 feet up, so they don’t have to land in yards [33] [34]. They can carry roughly 6–6.6 pounds of payload (about 3 kg), enough for a couple of meal orders or a bag of groceries, and fly approximately a 3–5 mile radius (5+ miles round trip) at speeds around 30–40 mph [35] [36]. Flytrex is already working with other delivery apps (notably DoorDash in the Dallas suburbs) and has built out drone “stations” at shopping centers and restaurants where orders are prepared for aerial pickup [37] [38]. By joining forces with Uber Eats, Flytrex can instantly tap into a huge network of restaurants and hungry customers, while Uber gains a ready-to-deploy drone fleet with years of real-world testing behind it.

Both companies are touting big benefits: faster delivery times, broader reach, and reduced car traffic on the roads. Uber’s President of Autonomous Mobility and Delivery, Sarfraz Maredia, said the partnership is about “bringing the speed and sustainability of drone delivery to the Uber Eats platform, at scale, for the first time”, envisioning that together Uber and Flytrex will “reshape how food, convenience items, and other essentials move through cities” [39]. Flytrex’s Executive Chairman, Noam Bardin, was similarly bullish, calling autonomous drones “the future of food delivery – fast, affordable, and hands-free” and noting that “together, we’re building the infrastructure for a future where autonomous systems seamlessly move goods through our communities”, making instant delivery the “new standard” [40]. The companies highlight that drone drops can happen in just a few minutes from takeoff, cutting delivery times dramatically (no more waiting 30–45 minutes for that sushi bowl to drive through traffic) [41] [42]. Fewer driver trips also means lower costs and emissions in the long run – a single small drone uses a fraction of the energy of a gas-powered scooter or car, and it’s all-electric [43] [44]. And with less cars or mopeds hustling around town for deliveries, congestion and accident risk could decline too, especially in dense urban areas.

While Uber hasn’t yet announced which cities or regions will get the drone pilot first, it hinted at existing Uber Eats test markets. Given Flytrex’s current operations, industry watchers speculate initial service may launch in suburban areas of North Carolina or Texas (where Flytrex already has drone hubs and FAA waivers) [45]. That could include suburbs of Raleigh, NC or the Dallas-Fort Worth area, both of which have seen Flytrex drones in action. Uber said there are “no additional details to share at this time” on pilot locations, likely because approvals and logistics are still being ironed out [46] [47]. But the timeline is aggressive – “by the end of the year”, meaning Uber and Flytrex plan to be up and flying in late 2025. If all goes well, this could expand to more cities in 2026 and beyond, potentially making drone delivery a standard option in the Uber Eats app whenever conditions permit.

Notably, this isn’t Uber’s first flirtation with drones. Uber Eats actually experimented with drone delivery back in 2019 in a pilot program around San Diego [48]. At that time, Uber used in-house prototypes to carry meals (famously testing with McDonald’s fries and Big Macs) to designated drop-off points where couriers would then hand-deliver to the customer. However, that early trial remained very limited and was eventually shelved due to regulatory hurdles and the decision to wind down Uber’s Uber Elevate division when the company was tightening its focus and finances [49]. (Uber Elevate was Uber’s ambitious initiative for flying taxis and delivery drones, which Uber sold to Joby Aviation in 2020 amid cost-cutting, effectively pressing pause on Uber’s aerial plans.) Now, a few years later, the regulatory climate has improved and Uber is taking a second shot – this time by partnering and investing in Flytrex rather than going it alone [50] [51]. It’s a sign that Uber sees autonomous delivery tech maturing to the point where it can add real value to its platform. Indeed, Uber has recently been “re-engaging” with advanced transport tech across the board: partnering with Waymo to deploy self-driving ride-hail cars in cities like Phoenix and Las Vegas, teaming up with Nuro and Motional for autonomous delivery vehicles, and now re-entering the drone space via Flytrex [52]. In Uber’s vision, the future of delivery is multimodal – a hybrid fleet of human drivers, self-driving cars, sidewalk robots, and flying drones, all coordinated through Uber’s apps to get anything to anyone in the most efficient way possible [53] [54]. The Flytrex deal checks the aerial box in that strategy.

“Autonomous technology is transforming mobility and delivery faster than ever before… Together [with Flytrex], we’ll reshape how food, convenience items, and other essentials move through cities.” – Sarfraz Maredia, Uber’s head of Autonomous Delivery [55]

“Autonomous drones are the future of food delivery – fast, affordable, and hands-free… Together, we’re… making faster, safer, and more sustainable delivery the new standard.” – Noam Bardin, Flytrex Executive Chairman [56]

The New Drone Delivery Landscape: Uber vs. Amazon, Google’s Wing, Zipline & More

Uber’s drone debut comes at a moment when drone delivery is finally lifting off in a broader sense. For years, the idea of little flying robots zipping around with packages felt like a futuristic gimmick – famously, Amazon’s Jeff Bezos hyped Prime Air drone deliveries on TV back in 2013, but it took a decade for those promises to near reality [57] [58]. Now in 2025, we’re seeing something of a drone delivery boom, with multiple major players launching or expanding services. Uber entering the fray with Flytrex is a big deal, but they’re hardly alone. Here’s how the major drone delivery efforts compare:Amazon Prime Air – Ambition Meets Turbulence: E-commerce behemoth Amazon has arguably invested the most in drone delivery, and it’s been a long journey with ups and downs. Amazon’s drones – distinctive hexagonal tilt-rotor aircraft – began testing a decade ago. They notched a first-ever drone delivery in 2016 (a TV streaming device to a customer in the UK) and secured an FAA air carrier certificate in 2020, allowing limited commercial trials [59]. In late 2022, Amazon finally launched pilot programs in College Station, Texas and Lockeford, California, aiming to deliver small packages (under 5 pounds) to customers’ yards within a few miles of its warehouses [60] [61]. The initial community reception was mixed: while some residents were excited, others complained about the noise from the drones’ loud propellers, likening the sound to a “giant nagging mosquito” buzzing overhead [62]. By 2023, Amazon had delivered only a few thousand packages via drone – far fewer than hoped – and began rethinking its approach [63] [64]. This year (2025), Amazon shut down its College Station operation after failing to find a new launch site acceptable to locals [65], and paused its Arizona service near Phoenix to implement software upgrades following a test incident [66]. But Amazon isn’t giving up; instead, it’s shifting strategy to integrate drones into its larger fulfillment network. The company announced plans to embed Prime Air drone delivery at existing same-day delivery hubs – for example, adding drones at an Amazon facility in the Phoenix suburb of Tolleson [67]. Amazon also revealed expansion plans for three other Texas cities (including the Dallas metro), plus cities like San Antonio, Waco, Kansas City and Detroit in the near future [68] [69]. Crucially, Amazon secured FAA approval in 2024 to fly drones beyond visual line of sight (BVLOS) around College Station [70], a template it says will help it operate in more densely populated areas going forward. Amazon’s latest drone model, the MK30, is reportedly quieter and more weather-resistant than earlier versions, addressing some past issues [71]. The company’s vision remains bold: Amazon wants to eventually deliver 500 million packages a year by drone, promising customers certain items in 30 minutes or less [72]. But to get there, it must overcome substantial challenges – not least of which are high costs (one analysis found Amazon’s drone deliveries in 2025 cost an estimated $63 each to operate, vastly higher than ground delivery) and the task of winning over communities and regulators at scale [73]. For now, Uber’s approach is more modest – targeting food deliveries in limited areas – but if Amazon can crack the code on larger-scale parcel delivery, it will set the tone for the whole industry.

Alphabet’s Wing – Scaling Up with Walmart:Wing, owned by Google parent Alphabet, has emerged as one of the most successful drone delivery services to date, especially in terms of operational scale. Wing’s drones are a unique hybrid design – essentially small autonomous planes with wings and multiple rotors that allow vertical takeoff and hover. They’re relatively lightweight and can carry about 2–3 pounds per order (think a coffee, a burrito, or a small grocery bag) [74]. Wing made headlines in 2019 with the first FAA-approved commercial drone deliveries in the U.S., ferrying Walgreens prescriptions and FedEx packages to residents in Christiansburg, Virginia. But Wing’s biggest success story is abroad: in Australia, Wing has been running a popular drone delivery service in Canberra and Logan (a suburb of Brisbane) for several years, completing well over 100,000 deliveries there and integrating into everyday life (locals routinely get their morning coffees and takeaway lunches via Wing drones) [75] [76]. That international experience gave Wing a head start when it began ramping up U.S. operations. In 2023, Wing partnered with Walmart in the Dallas–Fort Worth area of Texas, and this year they announced a massive expansion – rolling out drone delivery from 100 Walmart stores across new cities including Atlanta, Charlotte, Orlando, Tampa and Houston [77] [78]. By mid-2025, Wing and Walmart were already serving parts of DFW from 18 stores, and delivering thousands of orders per week with an average delivery time under 19 minutes from click to drop-off [79] [80]. This expansion is being called “the world’s largest drone delivery network” in the making [81] [82]. Wing CEO Adam Woodworth said the company has officially moved “out of the pilot and trial phase and into scaling up this business”, describing this five-fold growth with Walmart as Wing’s “next big bite of the apple” [83]. Wing’s approach to scaling is interesting: their drones are highly automated and relatively low-cost, and one human pilot can oversee up to 32 active drones at once under current FAA approvals [84]. That’s key to keeping costs down – as Woodworth notes, the path to profitability is flying a lot of drones without linearly increasing staff [85] [86]. The more deliveries they do, the more they can spread out fixed costs like maintenance and monitoring. Wing’s latest software even enables drone-to-drone handoffs and staging, creating a “Wing Delivery Network” that functions almost like a rideshare system for drones, dispatching the nearest available drone to pick up orders. With Walmart onboard (literally, Wing drones launch from Walmart store parking lots or rooftops and drop items directly to customer yards), Wing is focusing on “small, lightweight everyday goods” – from a carton of eggs to a bag of oranges or a box of diapers [87] [88]. Customers opt in via a simple app, confirm their drop spot (backyard, front driveway, etc.), and the drone cruises at up to ~65 mph to their location, lowers the package on a tether, then flies back to the store [89] [90]. It’s fast, contactless, and novel enough that many first-timers are delighted by the sight of a space-age “delivery plane” swooping in. Woodworth said after years of treading water due to regulations, the industry has hit “planetary alignment” now – demand, tech, partners, and rules are finally intersecting to allow real growth [91]. Indeed, DoorDash’s drone program lead Harrison Shih noted that in places like suburban Brisbane where Wing operates, drone drop-offs have quickly become “part of everyday life”, proving the mainstream potential [92]. For Uber, Wing’s partnership with Walmart is an instructive example: it shows that big retail integrations and multi-city operations are possible when the technology is robust and regulators are on board. Uber might not have physical stores like Walmart, but it has a vast network of restaurants and couriers – and perhaps in the future, small “drone depots” at cloud kitchens or Uber Eats hubs could mirror Wing’s model.

Zipline – From Life-Saving Medicine to Burritos: Zipline is often spoken of in reverent terms in the drone world – it’s the pioneer that has been doing drone delivery at scale longer than anyone, albeit in a different context. Founded in 2014, Zipline started by delivering blood and medical supplies in Rwanda, East Africa. Over the past decade, it has built an impressive record: more than 1.4 million deliveries completed globally (as of early 2025) and a staggering 100+ million autonomous miles flown by its drone fleet [93] [94]. Zipline’s early strategy took advantage of less restrictive airspace in countries like Rwanda and Ghana to prove its technology – which paid off tremendously in lives saved and expertise gained [95] [96]. Zipline’s drones are distinct: until recently they were fixed-wing aircraft (shaped like small planes) launched via catapult and deploying parachutes to drop packages at precise locations (like remote clinics). These could carry around 4 pounds of cargo and fly up to 50–60 miles each way (120 miles round trip), far outpacing the range of multicopter drones [97] [98]. In 2023, Zipline unveiled its next-gen “Platform 2” system, which pairs a long-range drone with a robotic droid that reels down on a tether to gently deliver packages into spaces as small as a patio table [99] [100]. This allows precision deliveries in suburban and urban areas without needing a big field for parachute drops. Now Zipline is aggressively expanding in the U.S. market: it has partnered with Walmart to deliver health and wellness products in Arkansas (since 2021) and, as of 2024–25, to customers around the Dallas–Fort Worth area using the new tethered droid system [101] [102]. It’s also working with major healthcare networks (like delivering prescriptions for Intermountain Healthcare in Utah and vaccines in North Carolina) and even food chains like Sweetgreen, Panera Bread, and Chipotle. In fact, in August 2025 Chipotle launched “Zipotle” – a drone delivery service in the Dallas suburbs in partnership with Zipline, cheekily promising to fly burritos to your home in minutes [103] [104]. Early Zipotle customers place orders through the Zipline app; a Chipotle worker loads the burrito bowl or tacos into Zipline’s system at the restaurant, and a drone then whisks it to your address, hovering about 300 feet up and lowering the meal by tether to the ground [105] [106]. (Yes, your burrito essentially skydives into your yard, minus the parachute.) Chipotle’s tech chief said this allows serving customers in spots that are “traditionally challenging to serve, including backyards and public parks”, highlighting how drones unlock new delivery locations away from roads [107] [108]. Zipline’s extensive real-world experience gives it credibility on safety – its drones have been flying reliably alongside manned aircraft and even in adverse conditions in Africa for years. In July 2024, Zipline received the FAA’s first-ever approval for a drone airspace deconfliction and traffic management system [109], a milestone that will help multiple drones fly in the same area safely. As of 2025, Zipline has FAA Part 135 certification (like Wing, Amazon, and UPS’s Flight Forward), enabling routine BVLOS operations in the U.S., and it’s scaling up operations in states like Michigan, California, and Washington soon. For Uber, Zipline represents both a competitor and perhaps a potential ally – Zipline’s focus is broader than food (they target retail, e-commerce, medical, etc.), but they clearly have interest in restaurant delivery now (the Chipotle trial). We may see some overlap in service areas if both expand (for instance, Dallas is becoming a hotspot with Wing, Flytrex, and Zipline all active). But Zipline’s long-range prowess could complement Uber’s network too – imagine Uber Eats tapping Zipline for longer-distance deliveries to rural customers while Flytrex handles the local suburb hops. Regardless, Zipline’s success has proven drones can be safe, effective, and even life-saving. It’s no longer just theory – they’ve integrated into supply chains (delivering 65% of Rwanda’s blood supply by drone in some regions) and shown drones can operate at mass scale when given the opportunity [110] [111].

Other Notable Players: Beyond the “big four” of drone delivery (Amazon, Wing, Zipline, Flytrex), there are several others worth mentioning. UPS was actually the first U.S. company to get full FAA approval for drone deliveries in 2019 via its UPS Flight Forward division. UPS partnered with Matternet, a drone maker, to ferry medical samples between hospital campuses in North Carolina – a service that’s still ongoing and expanding to other hospital systems. Matternet’s quadcopter was also the first drone to receive full FAA type certification in 2022, meaning its design is approved like a regular aircraft for standard operations [112]. Walmart, the nation’s largest retailer, has been notably aggressive: in addition to Wing and Zipline, Walmart invested in DroneUp, a Virginia-based startup that is now operating drone delivery from dozens of Walmart stores in states like Arizona, Florida, and Arkansas. Walmart says it has completed over 150,000 drone deliveries in the U.S. since 2021 across its various partners – top items include ice cream, eggs, and Reese’s candy, which speaks to the demand for quick snacks and essentials by air [113] [114]. DoorDash, Uber Eats’ chief rival, has also dipped into drones: it ran a pilot with Wing in Australia and is working with Flytrex in the U.S. (the same Flytrex that’s now joining Uber) to offer drone delivery of DoorDash orders in the Dallas area [115] [116]. DoorDash’s drone lead mused that while drones won’t carry your 40-pound pet food bag anytime soon, they can handle a lot of smaller orders and “be fairly ubiquitous” alongside traditional delivery – interestingly, DoorDash found that in neighborhoods where they added a drone option, orders for human couriers actually also increased, suggesting drones might spur overall demand rather than simply cannibalize existing service [117] [118]. Internationally, there are active drone delivery programs in Ireland (startup Manna delivers Starbucks and takeout in multiple towns), Israel (where companies like Flytrex and others have government-backed pilots in Tel Aviv), Canada (remote community supply drops), China (JD.com and Ele.me have tested drone drops to rural villages and high-rise rooftops), and the Middle East (the UAE and Saudi Arabia have shown strong interest in drone logistics, with test corridors in Dubai). In short, the drone delivery ecosystem is expanding rapidly in 2025. Uber’s partnership with Flytrex puts it in a strong position – aligning with a proven provider – to compete in this burgeoning space. As these companies race forward, we’re effectively seeing a giant experiment unfold in real time: What works best? Small drones or bigger ones? Store-launched or depot-launched? Urban or suburban focus? By this time next year, we’ll have even more data as pilots convert to full-fledged services reaching millions of people [119] [120].

A DoorDash employee holds a package as a Wing drone (overhead) prepares for a delivery drop in Frisco, Texas. Major retailers and delivery apps are experimenting with drones: Alphabet’s Wing has partnered with Walmart and DoorDash to scale up services across multiple U.S. cities [121] [122].

Skies Opening Up: The Regulatory & Infrastructure Landscape

One reason drone delivery has taken so long to get off the ground (quite literally) is the regulatory environment. In the United States, airspace is tightly controlled by the Federal Aviation Administration, and for years regulations did not readily accommodate small autonomous drones zipping over neighborhoods. Companies could only operate under strict limits: drones had to remain within the pilot’s visual line of sight, avoid flying over people, and only operate in daytime good weather, unless granted special waivers. To do something like deliver to homes a few miles away (out of sight), companies had to go through arduous case-by-case approvals or trials. That’s why drone delivery in the U.S. circa 2018–2022 was mostly confined to tiny pilot programs in rural or sparsely populated areas.

However, 2025 is shaping up to be a turning point on the regulatory front. In August 2025, the FAA proposed a new rule to allow routine beyond-visual-line-of-sight (BVLOS) operations for drones [123]. This proposed rule (which is open for public comment and could be finalized next year) essentially would create a framework so that approved drone operators don’t each have to obtain a special exemption or be certified as a full airline each time they want to fly longer distances. Up until now, only a handful of companies obtained a formal Part 135 air carrier certification for drone delivery – including Wing, Zipline, Amazon, and UPS (and by extension partners like Flytrex under their wings) – effectively a drone airline license that allowed them to carry goods for hire beyond line of sight [124]. Everyone else had to piggyback on those or stick to line-of-sight only. The new FAA rules aim to “streamline the process” and let more operators fly drones over longer ranges without as much red tape, as long as they meet safety standards [125] [126].

In parallel, the FAA has been running programs like the Integration Pilot Program (IPP) and its successor BEYOND, in which companies like Flytrex, Zipline, and Wing worked with local governments to test drone deliveries and gather data for regulators. Those programs helped demonstrate technologies like remote ID (electronic license plates for drones) and detect-and-avoid systems to prevent mid-air collisions. In July 2023, the FAA’s rule requiring most drones to carry Remote ID transmitters took effect, providing a way for authorities (and the public) to identify drones and their operators in the air – an important step for accountability and security. By July 2024, as noted, Zipline even got FAA approval for an air traffic management system that coordinates multiple drones’ flight paths in the same airspace [127].

All these pieces are gradually building an infrastructure for drone traffic akin to air traffic control. NASA and industry partners have been working on UTM (Unmanned Aircraft Systems Traffic Management) prototypes for years, envisioning cloud-based systems where drones automatically file flight plans, get routing around no-fly zones, and separate themselves from other aircraft. Companies like Wing have developed their own fleet management software – Wing actually open-sourced parts of its system to help standardize drone corridors. The FAA’s cautious approach (“crawl, walk, run,” as they say) is now starting to pay off with more clarity in rules. Wing’s CEO Woodworth acknowledges the process has been slow but ultimately “leads to everybody… building higher quality things” due to the high safety bar [128]. In other words, while bureaucracy slowed early progress, it also forced the technology to mature quietly until it’s truly ready. As evidence, the safety record so far has been strong – there have been a few drone crashes (one Amazon drone ignited a brush fire during a test, and a Wing drone had a controlled crash landing in a tree once, for instance), but no injuries reported from drone delivery operations to date. The FAA wants to keep it that way as drone traffic scales 100x.

Internationally, regulations vary widely, which influenced where drone delivery took off first. In Rwanda and Ghana, regulators basically embraced Zipline’s proposals enthusiastically, given the humanitarian benefits, and allowed drone operations in rural areas under flexible oversight (no gauntlet of approvals needed as in the US) [129] [130]. In Australia, the aviation authority CASA worked closely with Wing to approve suburban deliveries – Australia’s relatively open approach let Wing reach thousands of customers quickly, whereas the same might have been years slower in the U.S. The European Union, via EASA, has been developing a risk-based framework with categories (Open, Specific, Certified) for drone ops. They are also rolling out U-space, designated airspace blocks with digital drone traffic services, which countries like Ireland and Finland are leveraging to enable delivery trials. In Ireland, for example, startup Manna has made tens of thousands of drone deliveries of coffee and food in small towns under a special permit, and is now eyeing expansion to larger cities as EU regs solidify. China has allowed JD.com to use drones in remote provinces for years, and companies like Alibaba’s Ele.me have done limited urban drone deliveries (like to rooftop pickup points in cities). Each region’s rules shape where drones can go: generally, less populated or more regulated environments saw drone delivery first, but now it’s edging into big cities as authorities gain confidence.

Besides airspace regulations, there’s the matter of infrastructure on the ground. Drones need places to launch and land (or drop). Solutions have included landing pads, rooftops, or simply carrying and lowering via tether (the latter avoids needing any landing space at the destination). Amazon built dedicated drone launch facilities for its pilots – essentially small drone airports with pads, maintenance hangars, and observation systems. (Their first ones were standalone sites, which, as noted, had issues with community acceptance; now Amazon prefers to co-locate drones at existing warehouses to blend in.) Wing’s model has drones stationed at stores like Walmart: they often use a portable rooftop box or a parking lot tent as the base where drones charge and wait for orders, and employees load packages into a little box that the drone winches up. Flytrex set up drone stations in shopping centers, working with local restaurants: a drone sits on a raised platform; when an order comes, a runner attaches the package to the drone’s cable; the drone then takes off autonomously, flies to the customer’s house, lowers the package, and returns. These “drone ports” are becoming a new kind of logistics infrastructure. We might see mini drone-ports at malls, grocery stores, or even on delivery vans (one concept is trucks that act as motherships, launching drones for the last leg to remote homes).

To manage many drones, companies are also investing in robust fleet operations centers – think air traffic control but for hundreds of tiny craft. They monitor weather (drones generally don’t fly in high winds, heavy rain or snow, or near thunderstorms for safety), and can intervene if a drone has an issue. Advances in autonomous “detect-and-avoid” technology are critical: drones use cameras, radar, and other sensors to spot and avoid obstacles like birds, power lines, or other aircraft. The FAA will require proof that drones can meet certain risk thresholds (like no more than 1-in-a-million chance of a serious incident) before wide approval. But those proofs are underway: for instance, in May 2024 Amazon touted that its drones’ automated avoidance tech was validated enough that the FAA let them fly BVLOS in Texas [131].

Another consideration is community infrastructure and acceptance. Noise is a factor – companies are engineering quieter propellers (Amazon claims its new model is 7 dB quieter than the last) and often flying at higher altitudes to disperse sound. Privacy is sometimes raised as an issue: some residents worry about drones with cameras overhead. Most delivery drones do carry cameras or sensors for navigation, which may incidentally capture images of people or property below. Amazon faced this in College Station where people voiced concerns about being filmed; Amazon responded that footage is used only for navigation and not stored for other purposes, but it did highlight a need for transparent privacy practices [132] [133]. Local governments are starting to designate drone-friendly zones or conversely no-drone zones (though in the U.S., cities can’t outright regulate airspace – that’s federal – but they can restrict takeoff/landing sites).

In summary, the regulatory and infrastructure puzzle pieces are falling into place, albeit gradually. The FAA’s new BVLOS rule (expected to be finalized in 2026) will likely require operators to have specific certifications, use remote ID, and equip drones with approved detect-and-avoid tech – but it will open the door for broader operations without case-by-case permissions [134] [135]. Companies like Uber and Flytrex will still need to obtain waivers or certifications in the interim for their pilot, but since Flytrex already has the FAA permissions and a solid safety record, the barriers are lower. If Uber’s trial succeeds, it could pave the way for an expansion right as the new rules kick in. The infrastructure will expand too: expect to see more drone launch pads on store rooftops, dedicated flight lanes in the skies, and perhaps drone mailboxes or landing mats at homes (some companies have floated the idea of customers having a small helipad mat that signals the drone where to drop – though most current systems are accurate enough to drop on a front door step without special equipment). Just as the early internet needed broadband cables and routers everywhere, the drone delivery era will need its own physical and digital scaffolding – and 2025 is the year we’re really starting to build it.

Tech, Economic and Environmental Impacts: Will Drones Deliver on the Promise?

Beyond the gee-whiz factor of having your pad thai delivered by robo-copter, drone delivery carries significant implications for technology, the economy, and the environment.

Technology: On the tech front, drone delivery pushes the envelope in autonomy, robotics, and aviation. These delivery drones are essentially flying robots that combine advanced navigation algorithms, GPS, cameras, and sensors to pilot themselves without a person on board. They must make real-time decisions – adjusting for wind gusts, navigating around unexpected obstacles (like that news helicopter or a flock of geese), and homing in on precise delivery points. Advances in machine vision and AI have been critical in allowing drones to identify safe drop spots (e.g., recognizing a flat open area like a driveway or backyard versus a tree-covered lot). There’s also a lot of redundancy built-in for safety: multiple motors, multiple sensors, parachutes or propeller-stop mechanisms in some models to mitigate any malfunction. As these systems evolve, we’re likely to see improvements in payload capacity and range. Today’s typical delivery drone hauls about 2–5 pounds and flies maybe 10 miles round trip [136] [137]. Future drones, possibly hybrid designs or even small eVTOL (electric vertical takeoff and landing) craft, might carry 20–50 lb grocery orders or pizza for the whole office. Companies are already testing larger drones: Zipline’s next-gen can carry 8–10 lbs; others like Elroy Air are building mid-size cargo drones for 300 lb payloads (though those are more for logistics than instant delivery). Battery technology is a limiting factor – drones need lightweight, high-density batteries to maximize flight time. We might see trickle-down benefits from the electric car industry (better batteries) and even new power sources like hydrogen fuel cells for drones to extend range. On the user side, integration of drones into apps and logistics software is an interesting challenge: Uber and others will need to intelligently route orders either to a human or a drone depending on factors like distance, weight, weather, and demand. There’s a lot of backend optimization and data crunching involved in deciding, say, if a drone should take a particular order (maybe because it’s small and the roads are congested) versus assigning a nearby driver.

Economic: The economics of drone delivery are a hot topic. In theory, automating deliveries should cut costs – no driver to pay, fuel costs are low (electricity for charging is cheap), and a single operator can supervise many drones. In practice, at the current scale, drone delivery is still quite expensive per order. As noted by supply chain researchers, each drone delivery today might cost on the order of $10–$15 (or more) in operational expenses, compared to just a couple bucks for bundling an order onto a typical driver route [138]. Professor Shakiba Enayati, who studies drone logistics, estimated it’s around $13.50 per package by drone vs. $2 by traditional vehicle right now [139]. Why the discrepancy? For one, the utilization rate is low – a driver can deliver multiple orders in a single trip, whereas a drone usually handles only one order at a time [140] [141]. Also, the overhead costs of running a drone program (tech development, regulatory compliance, trained personnel, maintenance, insurance) are high while volume is low. However, those economics can change with scale. If a network of hundreds of drones is each doing several deliveries per hour, the cost per delivery will plummet. Wing’s strategy of one pilot for 30 drones is explicitly to make drone drops cheaper than human labor for small items – labor is a huge fraction of delivery cost normally. Plus, automation tends to get cheaper over time: hardware costs drop and operations streamline. A hopeful stat: Flytrex’s CEO has said the goal is to make drone delivery “ten times more affordable” than car delivery in suburbs, by achieving high volume and eliminating human labor except for packing the order [142] [143]. For Uber, embracing drones could eventually improve its margins on delivery (which are historically slim) – if, say, an Uber Eats drone can handle an order at a lower cost than paying a gig courier, Uber could retain more of the fee. That said, nobody’s looking to replace couriers entirely. Drones have clear limitations: they can’t easily deliver heavy or large items (a party tray of drinks, or a bulk Costco order, for example), and they struggle in complex urban environments like dense downtown high-rises (imagine trying to drop to an apartment window – not feasible with current tech). Harrison Shih of DoorDash noted drones aren’t going to be carrying “a 40-pound bag of dog food” to your house in the foreseeable future [144]. So, human drivers and bikers will remain crucial for a broad range of deliveries. In many ways, drones will fill a niche: super-fast delivery of relatively small orders in areas where that’s efficient. If anything, early signs show drones can expand the delivery market – by making it so convenient, people might order more often, even for little things. For example, Wing says one of the most popular drone orders in Dallas has been a single bottle of cold medicine or a bag of cough drops – items people need urgently but wouldn’t normally order for delivery due to wait times. Drones enable new use cases. For merchants, this could be a boon: restaurants might reach more customers on the fringes of delivery zones, and retailers could offer 15-minute delivery for urgent needs as a premium service. There’s also an economic development angle: building out drone networks creates new types of jobs – drone maintenance technicians, remote pilots, operations managers – often tech-skilled positions. Flytrex and others have to employ local teams in the areas they serve to handle the hardware and regulatory compliance. Over time, if drones reduce delivery costs for businesses, those savings might pass to consumers or allow higher wages for the remaining human couriers (perhaps they take the larger orders while drones handle small ones). The balance between automation and jobs is delicate, but so far drones seem to complement delivery drivers rather than directly replace them. In Frisco, Texas, a restaurant owner offering drone delivery via DoorDash said his overall orders went up 15% after drones launched – suggesting it brought him new customers or more orders, benefiting his business and also increasing work for human drivers on other orders [145] [146].

Environmental: One of the touted benefits of drone delivery is the potential to reduce the environmental footprint of last-mile logistics. Drones are fully electric (battery-powered), so they emit zero tailpipe emissions during flight. If they charge from a relatively clean grid or solar panels, their carbon footprint per delivery can be very low. A small drone carrying a 2-pound package uses far less energy than driving a 3,000-pound car a few miles to deliver the same item. Studies have indicated that for lightweight deliveries (under a few kg), drones tend to produce less CO₂ than delivery trucks or cars, especially if the drones replace single-purpose vehicle trips (like one driver delivering one meal) [147] [148]. Additionally, by taking vehicles off the road, drones can alleviate traffic congestion – indirectly cutting emissions from idling and stop-and-go traffic. In dense cities, a network of bikes, robots, and drones might eventually handle many deliveries, leaving fewer diesel vans clogging the streets. Zipline often highlights the social and environmental impact: in Rwanda, their drone service saved people from driving hours on rough roads to get medical supplies, cutting down on fuel use significantly.

That said, drones are not impact-free. A sky full of drones raises concerns about noise pollution, which is an environmental quality issue. One or two drones are barely noticeable, but if dozens are constantly buzzing over a neighborhood, residents might not be happy. Companies are racing to design quieter rotors (some use clever aerodynamic tweaks to reduce that whining noise). Amazon’s newer drones supposedly are a bit quieter after community feedback [149]. Regulations might enforce noise limits in the future. There’s also resource use: drones have a limited lifespan and use batteries that eventually need replacing – large-scale drone use means more battery production and disposal (though these are small batteries compared to EVs). Still, relative to gasoline consumption of vehicles, it’s a smaller issue. Another consideration: efficiency of scale. A delivery van can carry 50 packages and deliver them in one route – which might be more energy-efficient overall than 50 drones each doing a separate trip for one package. So the net environmental benefit can depend on the scenario. Drones shine in serving many individual orders that would otherwise each be separate car trips (like on-demand food). If they started doing what postal trucks do (many deliveries in one area per trip), it might not be as efficient. For now, the use cases drones are targeting (food, urgent small items) are ones where typically an individual courier would be dispatched anyway, so replacing that with an electric drone is generally a win for emissions.

One often overlooked environmental angle: faster drone deliveries could reduce food waste or spoilage for certain goods (delivering blood or medicines quickly preserves their viability, delivering hot meals faster keeps them from being discarded due to quality issues). Also, if drones can reduce the need for restaurants to have fleets of gas-powered scooters (as is common in some cities), that cuts down on both emissions and noise from those.

In sum, the environmental impact of drone delivery looks largely positive, especially as renewable energy grows. Drones could help cities reach climate goals by decarbonizing a chunk of last-mile logistics. They won’t eliminate delivery vans entirely – heavy loads will still need trucks – but they can carve out a piece of the delivery pie and make it greener. Of course, ensuring responsible use (noise control, avoiding sensitive wildlife areas, etc.) will be important. We might see designated “green flight corridors” for drones that avoid nature reserves or limit flights at night to not disturb people and animals. But compared to the status quo of countless fossil-fueled delivery runs, delivery drones have the potential to be a notably cleaner solution if deployed thoughtfully.

The Road Ahead: From Pilot Projects to Everyday Sight

As Uber and Flytrex prepare to launch their drones, it’s clear we’re at an inflection point for drone delivery. Industry leaders are optimistic that 2025–2026 will transition drones from novelty to normalcy. “I think that we’re reaching that planetary alignment right now,” Wing’s CEO said of the convergence of demand, tech, and regulatory support [150]. Indeed, with the FAA loosening rules and big retail partnerships in play, the pieces are aligning.

If Uber’s drone pilot is successful, imagine the possibilities for consumers: You open the Uber Eats app and alongside the usual delivery options you see a little drone icon offering “ultrafast drone delivery (eligible items only)”. Maybe you’ll choose it on a busy day when roads are jammed, or late at night when fewer drivers are available. Your order could arrive not by a knock on the door but by a text saying “Your drone is approaching, please stand in your backyard.” A minute later, you hear a gentle hum and watch a package descend from the sky, right into your yard – no driver, no traffic, just dinner delivered with a touch of sci-fi flair.

For Uber, success would mean scaling this beyond just a couple test neighborhoods. They might expand drones to cover wide suburban areas or even dense urban zones if allowed. It could differentiate Uber Eats in the food delivery wars – “Why wait 40 minutes for lukewarm fries if Uber can fly them to you in 10?” Perhaps premium Uber One subscribers get drone deliveries at no extra charge as a perk. And beyond food, Uber could explore using drones on its other platforms: imagine Uber Package deliveries (Uber has a Connect service for sending small items across town – drones could turbocharge that), or even tying into healthcare (medication deliveries) and retail (Uber has been delivering store items via its Cornershop/Postmates arm).

However, there are cautionary notes. We’ve seen timelines slip before – Amazon’s drone dreams were supposed to materialize years ago. Even now, Amazon is recalibrating and hasn’t scaled as fast as hoped due to technical and community hurdles [151] [152]. Regulators move deliberately; the proposed FAA rule will take time to implement, and legal challenges could arise if there are privacy or safety incidents. Public sentiment can also change: one high-profile accident (like a drone crash causing injury) could set back acceptance considerably. Companies will need to be transparent and engage with communities to earn trust. Early surveys show people are intrigued by drones but also voice concerns about privacy, noise, and air traffic. It’s a balancing act to integrate these buzzing couriers into daily life without causing new nuisances.

Then there’s the competitive landscape: With Amazon, Alphabet/Wing, Walmart (with multiple partners), and others all in the fray, there’s a possibility of “drone traffic jams” in the future skies or overlapping services vying for airspace. Coordination will be key – perhaps even partnerships. It’s notable that Flytrex until now worked with DoorDash; now they’re also working with Uber. These platforms might end up sharing drone providers or even infrastructure. Some analysts speculate about a future where independent drone networks service all comers, the way cloud computing does for tech – e.g. one might imagine “Drone Delivery as a Service” companies that handle the flying for any retailer or app. In that scenario, Uber’s role would simply be connecting demand to whichever drone network is available. But for now, Uber partnering directly with Flytrex gives it a dedicated stake.

One thing is for sure: drone delivery will continue to make headlines in the coming months. We’ll see more pilot programs, more regulatory milestones, and likely the first signs of commercial viability at scale. Investors and industry experts are watching closely. There’s a sense that “flying delivery robots” could be an integral part of the on-demand economy in the 2030s, just as rideshare and food apps were in the 2010s. It’s not hard to imagine a future where a good chunk of food deliveries, pharmacy drop-offs, and e-commerce packages for small items are routinely done by air. Children growing up now might find it completely ordinary to see drones hovering with shopping bags, the same way rideshare vehicles became a normal part of city streets.

Uber’s partnership with Flytrex may well be a milestone we look back on as Uber’s entry into the aerial delivery era. It represents a blending of two innovations: Uber’s massive network and demand-generation capabilities, and Flytrex’s autonomous drone tech honed over years. If they can marry those effectively, the result could be a fast, seamless drone delivery service available at the tap of an app – fulfilling Uber’s promise to “get anything, anywhere” for its customers. As Uber CEO Dara Khosrowshahi has often said, Uber’s mission is to “transport people and things at the push of a button”. With drones, that push of a button might send your pad thai into flight.

For consumers, the coming drone services will be something to try out (who wouldn’t want to at least see their coffee descending from the sky once?). For communities, careful integration will be needed – maybe new rules like designated delivery times or altitudes to address noise, much like we have noise ordinances for trucks. For the environment, it’s a promising shift towards electrification of yet another sector. And for the logistics industry, it’s a new dimension (literally vertical) to optimize. We are essentially witnessing the dawn of aerial last-mile delivery.

In the next year or two, keep an eye out – the drone delivery revolution may be hovering over your neighborhood soon. And when you see that first little flying courier above, you’ll know companies like Uber and Flytrex helped make it possible. The future where “everything arrives in minutes, not hours” [153] could be just around the corner, buzzing its way into our everyday lives.

Sources: Uber Investor News [154] [155]; TechCrunch [156] [157]; Restaurant Dive [158] [159]; CBS News [160] [161]; Dronelife [162] [163]; LA Times / AP [164] [165]; The Drone Girl [166] [167]; Wing Blog [168]; Flytrex release [169]; Chipotle announcement [170].

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