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March 2023Driving the future of transport addressing the skills gap ContentsContents2Foreword 03 Executive Summary 04 Recommendations 06 Chapter 1:What is the future of transport?08 Chapter 2:Mind the(skills)gap 11 Chapter 3:Building a skills pipeline 17 Chapter 4:Making the transport public 25 sector more digitally enabled Chapter 5:Changing the perceptions 28 of the sectorForewordForeword3Im delighted to present this report which highlights key challenges around skills and proposes routes forward for the intelligent transport industry.It is the culmination of several months of consultation with key stakeholders and industry figures.In my cross-industry role chairing techUKs Intelligent Mobility and Transport Steering Council,it is clear to me that the success or failure of the high-level objectives associated with this industry depend upon the public sector,industry,and academia being well-resourced and able to adapt to the constantly evolving market challenges.As the transport sector innovates in order to solve complex challenges around efficiency,safety and reliability,it must also foresee the challenges in skills that are emerging concurrently.The specific nature of these challenges isnt possible to precisely predict,however,it is easy to recognise the importance that both an appropriately skilled workforce will have in addressing them and in educating the public on how to make best use of these solutions as they emerge.The recommendations made in this report are aimed at addressing these challenges holistically,spanning from early years education through to retraining and cross-skilling mid-career.They recognise the urgent need to not just acknowledge the challenge but take action.Liz James,Senior Security Consultant,NCC Group&Vice Chair of the techUK Intelligent Mobility and Transport Steering CouncilExecutive SummaryExecutive Summary4The rate of innovation we will see within the transport sector over the next 30 years cannot be overstated.Across all modes road,rail,air,and sea new technologies and data systems are being developed and integrated to drive remarkable outcomes.This is being driven by the consumer need for data-enriched services to make informed decisions,the urgent need to decarbonise and the push to remain competitive as digital transformation sweeps our economy at a staggering pace.Passengers and the public will have noticed much of this-take the growth in travel planning applications,ride-sharing and ticketing developments in the last twenty years as an example-but even more has happened in the backend.The deep tech that has revolutionised everything from maintenance and scheduling,through to the design of vehicles and integration of modes.Executive Summary5However,transport faces a significant skills challenge,and the opportunities will not be realised unless we have enough engineers,data scientists,developers,and technologists to make this change.This report looks at the skills implications for three prevailing trends in the transport sector:new mobility,low or no carbon transport,and integrated transport.In response to this,techUK,the UKs technology trade association,has developed five recommendations for government that we feel will drive measurable impact.Firstly,we are calling for the establishment of two new forums:a cross-modal digital skills taskforce and a Transport Digital Champions Advisory Council.These groups will ensure best practice across the sectors often fragmented landscape is shared,strategies developed holistically and the sector is recognised as a thriving and dynamic place to work.A further two recommendations Apprenticeship Levy reform and a Digital Skills&Productivity Tax Credit we believe can drive step-changes for employers not just in transport but the entire economy.Finally,we are calling for a clear policy roadmap from the Department for Transport to address the challenges outlined in its transport labour market and skills consultation which closed in May 2022.Employers need policy certainty and foresight if they are expected to invest in the UK for the long-term.Recommendations6Recommendations1.The Department for Transport should publish a policy roadmap for addressing issues identified within its transport labour market and skills consultation We recommend the Department for Transport publishes a policy roadmap,supported by actions for government,following the feedback it received from the transport labour market and skills consultation which concluded in May 2022.This should set out clear next steps for how it will seek to address the STEM skills shortage within the transport industry.2.The Apprenticeship Levy should be reformed to transform its impact We recommend that the Treasury should increase the rate of transferable funds of the Apprenticeship Levy from 25%to 80%to allow high quality training to cascade down through supply chains.Additionally,the lifetime of the funds should be increased from two to five years to increase.By combating overall issues with the apprenticeship levy,businesses would ultimately find it easier to use their funds within two years but at this moment,a short to medium-term solution is required.3.A Digital Skills&Productivity Tax Credit is created to drive business investment in training and productivity-enhancing technology We recommend the Treasury creates a Digital Skills&Productivity Tax Credit to be designed in a similar way to the R&D Tax Credit which has been shown to bring important social and economic benefits beyond the businesses that claim it.Recommendations7This tax relief can also help SMEs reduce lost earnings for those periods in which the company is adapting to the new technology,as well as offset other costs such as the training itself.Providing additional incentives and support for SMEs to meet their desire for tech adoption has a huge payoff.4.Government should lead the creation of a new digital skills for transport taskforce We recommend the Department for Transport and Department for Education come together to establish cross-modal digital skills taskforce for transport.This advisory body would be tasked in drawing on best practice,insights,and recommendations from across transports fragmented landscape to develop actionable guidance for employers.Representatives from major trade bodies,industry,government,public sector agencies and local government would be empowered to develop transport-specific resources for addressing the digital skills challenge and get ahead of issues.5.Government should work with industry to create a Transport Digital Champion Advisory Council We recommend the Department for Transport partners with the industry to establish an advisory board of diverse and inspiring leaders who can act as visible champions for the sector.Individuals appointed to this taskforce will act as a sounding board to the Department for Transport for how it can address recruitment issues.They will also be expected to leverage their appointment,becoming public champions for careers in transport innovation.8All quarters of the transport sector,from Original Equipment Manufacturers(OEMs)to mobility service operators and infrastructure owners,are innovating at a rate of knots.What the future of transport will be is a contested territory but for the purposes of the report,and to frame our thinking,we see three prevailing trends that are driving innovation forward.Chapter 1:What is the future of transport?Chapter 1:What is the future of transport?9These advances present new opportunities for industry bodies to provide a collaborative and unified platform for data sharing to further accelerate change.Finally,the urgent need to address congestion and improve air quality is also encouraging greater use of shared and micro-mobility and fostering an innovation landscape focussed on driving better outcomes for quality of life and environment.2.Low or no carbon transport Realising the urgent need to decarbonise the transport sector is driving huge levels of innovation that have recently been headlined at COP26/27.Analytic-based technology such as AI and Machine Learning is being applied to drive better environmental performance and efficiency in the sector,demanding more skills in computer science and data analysis.With the sector slowly embracing such innovative and future driven analytics,we can extend this further by using the outputs to reduce carbon activity and making better use of our roads,rail,sea and air traffic.The need to reduce our dependence on fossil fuels has also been the trigger for investment in battery and alternative propulsion technologies including hydrogen and sustainable fuels.This will have a significant impact on the labour market,as production shifts from internal combustion engine vehicles towards electric vehicles.This shift has already been cited as the reason for major restructuring within large automotive companies.1.The creation of new mobility As technology progresses,we are seeing new forms of mobility coming on-stream and entering the transport mix.For example,connected and automated mobility(CAM)is developing rapidly,generating exciting use cases across logistics,public and personal transport.Reports assessing the potential impact of technology,and more specifically automation,on different areas of the economy have highlighted the transport sector as one of the most automatable industries.The Connected Places Catapult estimates that the CAM sector has the potential to directly create 49,000 new jobs by 2035 and indirectly create a further 23,000 jobs in the innovation ecosystem.Automation in transport has the potential to bring huge benefits to the UK economy,transport services,and the wider population,but the pace of change is likely to be gradual and its impact on jobs will vary depending on the roles or types of transport concerned.The continuous waves of technological change will require workers to constantly update their skills incrementally and at pace.Advances in data processing and communications mean that transport is also becoming more connected,able to exchange data with the infrastructure that supports it.Such a shift requires skilled technicians in data science to architect solutions at the rate they are needed.Critically,as transport becomes more cyber-physical,there is an urgent need to ensure the entire transport ecosystem(across both public and private sectors)has the right level of cybersecurity training and expertise to ensure systems can be kept safe and secure.Breaking down the barriers to collaboration10Finally,the transition to greener transport must be supported by first-class fixed and digital infrastructure.For example,the government in its Electric Vehicle Infrastructure Strategy projects we will need 300,000 public chargepoints by 2030.Delivering this means that businesses and public sector partners will need to ensure that the right skillsets exist in-house to plan,deliver and maintain this vital infrastructure.3.Integrated transport The industry is working hard to drive better experiences for its passengers and commercial customers through better integration.Through the applied use of data and moves to facilitate greater interoperability,a previously fragmented transport landscape is becoming more integrated.This in turn is driving capabilities for multi-modal transport,mobility as a service(MaaS)and innovation in fares and ticketing.11There are three broad categories that sit under the umbrella of“digital skills”.To understand where our future skills need lies,it is important to identify and anticipate the supply and changing needs of each category.Chapter 2:Mind the(skills)gapProcurement as an enabler of innovation12techUK members and stakeholders consulted in the preparation of this report highlighted the particular importance of these skills to ensure the UKs workforce is prepared for the ever-greater augmentation of tasks within job roles as technology becomes more embedded and sophisticated.3.Higher-level technical digital skills Higher-level technical digital skills are specific skills that include data analysis or coding as well as digital transformations and emerging technologies for example Artificial Intelligence(AI)and machine learning(ML)requires technical and specialist skills.1.Essential digital skills for life Essential digital skills are those that are required to make simple use of digital devices and functions such as navigating a website to access a public service or being able to send an email.This is a foundational level of computer and internet literacy.2.Digital skills for the modern workplace Digital skills for the modern workplace are an intermediate level of understanding and skill sets that use digital and tech effectively on a day-to-day basis.While the digital skills needed by the general workforce are likely to differ across sectors,there will be some requirements,including confident use of tools,that apply across all sectors.This report focuses on categories two and three:Digital skills for the modern workplace and Higher-level technical skills.However,techUK recognises that the need to drive essential digital skills for life should not be underestimated in the context of digitalisation in the transport sector building a skills base is the only way to use new technology.In the UK,11.8 million adults (1 in 3 of the workforce)still lack the Essential Digital Skills for Work.Despite the pandemic increasing peoples digital use cases,millions of people are trapped in the hidden middle between digital exclusion and higher-level digital skills.This includes people who are consumers of the transport sector goods and services.Consequently,the UK also needs to drive digital literacy and cyber literacy as a whole.QR codes for smarter transport QR codes are now a widely adopted technology within the transport sector,driving better customer experiences for ticketing.In February 2023,Transport Secretary Mark Harper announced his intention to support widescale digital adoption in ticketing,partly through the creation of Great British Railways.The West Yorkshire Combined Authority has put QR codes at the base of every timetable case at 14,000 bus stops.While there are clear benefits to doing this,people still need basic digital skills to be able to access this service,and risks exclusion if not handled correctly.13Chapter 2:Mind the(skills)gapThe scale of the challenge for transportThere were more than 45,000 vacancies across the transport and storage sector in February 2023 according to the latest available figures from the Office for National Statistics.Common recruitment issues reported by employers:Competition with others in a growing sector.High levels of competition for workers in key technical roles.Low number of applicants.Struggling to find certain skillsets and quality to meet technical roles.Low number of applicants with qualifications that are required for the job.There are many reasons why we do not have enough workers with the right skills in the right places.This includes:a lack of suitable candidates with technical skills or knowledge,a lack of candidates with experience,or a lack of industry knowledge.We are also seeing salaries in the tech sector are continuing to rise,while on the job market demand for tech talent is outstripping supply.Talent recruitment consultants have found that almost half of filled vacancies are ghosted by candidates receiving better offers,and six-figure salaries are becoming commonplace.45,000vacanciesMore thanacross the transport and storage sector.144.What digital skills does the sector need for the future?According to a study commissioned by the Society of Motor Manufacturers and Traders(SMMT),connected and autonomous vehicles alone are set to add 51bn a year to the UK economy by 2030,so there is plenty to be excited about when it comes to innovation.But at the moment,we are not able generate digital skills at the pace and scale that the economy needs and to meet the net zero challenge.The transport sector requires people with engineering or scientific backgrounds.techUK and its members have seen a growing mismatch in the supply and demand of digital skills in the UK.The current skills gaps in AI,data analytics,and cloud for example,show the depth of the work needed to upskill and retain people.Such technologies are creating requirements for specialist skills that the labour market is struggling to supply which has led to intensifying competition for talent.62%of UK business executives say that their tech talent pool does not have the capability they need to deliver their digital strategy.According to a report by the Learning&Work Institute,92%of organisations state that digital skills are key to success,helping to drive growth,innovation,and productivity.The significance of this on organisations is evident:two-thirds of employers believe that a lack of digital skills will affect the profitability of their business.For example,The Social Market Foundation(SMF)has warned of a skills shortfall among mechanics trained to service and repair electric vehicles(EVs).Shortages of qualified technicians risk driving up servicing costs and potentially leaving some drivers unable to have their cars maintained properly.Chapter 2:Mind the(skills)gapCGI training across Europe for graduatesIn the UK,CGI offers a number of apprenticeships that enable talented students to gain a degree debt-free while embarking on their professional careers.In Finland,the Future Talent Program offers hundreds of“traineeships”each year for a duration of 4-5 months.In France,CGI offers intensive development programs to help new university graduates,as well as individuals with a firm grasp on IT,hone and develop the skills needed to succeed.In the Czech Republic,CGI hosts IT training“bootcamps”for an intensive five-month program,with graduates offered full-time jobs with CGI upon completion.Chapter 2:Mind the(skills)gap15Technical engineering skills(adapted from Glassdoor)Quality controlData and cyber securityProgrammingData analysisRoboticsProject managementSystems design engineeringTroubleshootingCloudCustomer experience skills(adapted from Hays)Problem solvingAdaptabilityEmpathyCommunicationTeamworkTime managementCritical thinkingCreativityLeadership skills(adapted from IMD)Conflict managementRelationship buildingDecision-makingEmployee motivation Negotiation165.Cross-skilling to ensure people can work better together IBM has found that nearly 7 in 10 tech job seekers and tech employees believe that potential recruits lack the skills necessary for a career in AI.Although technical capabilities are vital for a career in the sector,problem solving is considered a critical customer service skill needed for tech roles.However,tech recruiters often have difficulty finding applicants with this aptitude along with shortfalls in critical and strategic thinking.Employers are looking for different human aptitudes and competencies that are required in for automation in new mobilities.These fall under Customer Experience skills and Leadership skills:complex problem solving,creativity,critical thinking,cognitive flexibility,collaboration,leadership,and perhaps most importantly the ability to keep learning.This requires a focus on cross-skilling,which is the process of developing new skills that apply across different functions.People need to expand their knowledge sideways so that they can efficiently manage multiple responsibilities and collaborate better.Rather than being confined to one area,cross-skilling gives people the flexibility to learn outside their area of expertise to stay relevant in an ever-changing market.Facilitating this type of training is critical to supporting the development of Customer Experience skills and Leadership skills.Chapter 2:Mind the(skills)gap17If the transport sector is to achieve its goals around net zero,new mobility and integrated transport,there must be a much wider range of qualification and training routes into the sector.Currently,businesses are supporting early education but what is also required is prioritising new approaches to skills development within an existing workforce and in previously untapped talent pools.Chapter 3:Building a skills pipelineProcurement as an enabler of innovation1.Supporting early educationWe are holding back the next generation in learning about digital and transport.Adapting the curriculum to ensure young people today are equipped for the jobs of tomorrow is vital.techUK surveyed parents working in tech to find out what they thought the future of work held for their children.Parents working in tech roles are not convinced that,as it stands,the education system will help develop the opportunities required for their children.73%of those surveyed felt the curriculum did not place sufficient emphasis on the types of skills that would become more vital in the future world of work with 90lieving their children would need to retrain throughout their lives to keep up with the pace of technological change.18Atkins launches industry first STEM School Governors programmeAtkins has become the first organisation in the engineering and construction sector to establish a programme with Governors for Schools,a national education charity that finds,places and supports governors on school and academy boards.The programme will see Atkins professionals work on a voluntary basis with primary and secondary schools across England to help promote STEM subjects and raise the profile of engineering as a career path in a direct response to the sectors skills and diversity challenges.Chapter 3:Building a skills pipeline19Dell Technologies research shows that Generation Z adults(1826 years)recognise the value of developing the necessary digital skills for their future careers.Over half of UK respondents said that school only taught them very basic computing skills and 40%claim school did not prepare them with the technology skills needed for their planned career.There is an opportunity to introduce and integrate digital skills within the school curriculum in a way that has tech industry support.We need to ensure young people are not put off at school and are encouraged to see what doors can be unlocked to them by studying STEM.If this means revising how this subject is portrayed or investing further to ensure teachers are able to teach it well,then this is an investment that should be made.The Prime Minister,in his first speech of 2023,announced a plan to move towards a system where all children study some form of maths to the aged of 18.techUK welcomes the focus on driving STEM skills but awaits the outlining of policy details.TCS has invited students in the North of England to design a digital solution in support of STEM learningTata Consultancy Services(TCS),in collaboration with the Co-op Academies Trust,has invited students from eleven Co-op Academies across the North of England to design a digital solution that will help year nine pupils choose the right GCSEs,as part of its 2022 goIT Co-op Academy Challenge.goIT is TCS flagship programme,which seeks to bridge the science,technology,maths and engineering(STEM)learning gap in schools and has benefitted more than 130,000 students worldwide since 2009.Recommendation 1:The Department for Transport should publish a policy roadmap for addressing issues identified within its transport labour market and skills consultationWe recommend the Department for Transport publishes a policy roadmap,supported by actions for government,following the feedback it received from the“Transport labour market and skills”consultation which concluded in May 2022.This should set out clear next steps for how it will seek to address the STEM skills shortage within the transport industry.The transport industry is a large and varied sector,but unfortunately young people often have a narrow view of the roles and careers transport can offer,rather than understanding the breadth of opportunities available to them.techUK wants to see greater support for teachers to understand workplace requirements and teach the skills needed by business,including project management.This should help with the transition from school to workplace.It is important to note that having faced both disrupted education and a recession,the Institute for Fiscal Studies found that people leaving school and university this year and next will enter the workforce with less education and work experience than past cohorts,and with fewer job prospects.20Chapter 3:Building a skills pipeline21Recommendation 2:The Apprenticeship Levy should be reformed to transform its impact We recommend that the Treasury should increase the rate of transferable funds of the Apprenticeship Levy from 25%to 80%to allow high quality training to cascade down through supply chains.The lifetime of the funds should be increased from two to five years to increase;by combating overall issues with the apprenticeship levy,businesses would ultimately find it easier to use their funds within two years but a short to medium-term solution is required.2.Using apprenticeshipsApprenticeships,for both new members of staff and existing employees,are an effective way to grow talent and develop a motivated,skilled,and qualified workforce.The UK government has found that 86%of employers said apprenticeships helped them develop skills relevant to their organisation and 78%of employers believed apprenticeships helped them improve productivity.There is no doubt vocational training could offer a route to fixing the UKs talent pipeline,however,the government must do more to understand the needs of the sector and work with industry to ensure the apprenticeship programme(and the apprenticeship levy)have a positive,long-lasting impact on increasing the digital skills provision in the UK.Trainline creates tech apprenticeships for diverse young talentTrainline has launched an apprenticeship programme to support young professionals without university degrees to get their first job in tech.The programme,which is delivered in partnership with Multiverse,sees apprentices develop in-demand skills on programmes such as Data Analytics and Software Engineering.Across the UK,just 30%of roles within data and analytics are held by women,and only 3%are from a black,Caribbean and African ethnicity,so the recruitment process for Trainlines apprentices was targeted towards candidates from backgrounds that are underrepresented in tech spaces.Chapter 3:Building a skills pipeline22techUK and TechSkills are leading the debate on how government and industry can work together to champion and expand the development and take up of short modular courses,including bootcamps.They have been proven to be a flexible,affordable,and effective route for learners to acquire productive digital skills that are valued by employers.Types of more modular learning can drive lifelong skill building and offer easier avenues for people transitioning between sectors.Through the Sir Michael Barber review,the government should review how it supports this kind of retraining and where additional funding can be used to encourage the wider use of bite-sized industry-led training designed to fit around the learner and their life.Remote learning also increases accessibility and with increasing availability of online and virtual digital skills training,organisations are able to build a more inclusive workforce with up-to-date digital skills.3.Retraining staffGovernment needs to support retraining programmes and transition courses to support the future of transport,ensure people are not left behind,or perceive the wider digital economy does not have a place for their skills.Those who find themselves newly unemployed or who want to“future-proof”themselves are often adults juggling full lives.Learning should not be seen as a luxury,but the traditional trappings of education such as full-time courses,high fees and learning in the constraints of a physical location,can make it seem that way.Research for the Department for Education identified that time was the most cited barrier to engaging in learning,selected by 52%of respondents.Time is a significant investment and therefore it is crucial that investing in learning is shown as time well-spent.Continuous Professional Development(CPD)is a policy which is at the heart of the Transport Planning Society and all of the professional institutes that support transport planning as a profession.Across the industry there are a very wide range of training and development opportunities ranging for professional society evening meetings to a two-year full time Masters course in Transport Economics.Uber has established a partnership with the Open University to provide free flexible degree courses and access to free short courses for their drivers(or one of their family members),supporting flexible earning and learning around other commitments.Chapter 3:Building a skills pipeline23Capita is delivering learning ecosystems that create better outcomesChoosing the right learning partner is key to ensuring that learning is always aligned with wider business outcomes,whilst building the right learning culture and behaviours associated with a learning organisation.Capita helps clients to develop a learning strategy that creates better outcomes for them and their customers,and to clearly understand the skills and capabilities they will need to stay competitive in the future.They then support them as they deliver against their strategy with a connected ecosystem of compelling content,technology and data.Every year,they enable more than 500,000 people to learn new skills and competencies and are responsible for ensuring value from more than 124m of training spend.Softcat is creating new opportunitiesSoftcats programme involves offering upskilling and reskilling apprenticeships to their full existing workforce.Launched in 2020,these apprenticeships offer the opportunity for their“Softcatters”to gain a broad range of management,technical and operational qualifications.Recommendation 3:A Digital Skills&Productivity Tax Credit is created to drive business investment in training and productivity-enhancing technologyWe recommend the creation of a Digital Skills&Productivity Tax Credit to be designed in a similar way to the R&D Tax Credit which has been shown to bring important social and economic benefits beyond the businesses that claim it.This tax relief can also help SMEs reduce lost earnings for those periods in which the company is adapting to the new technology,as well as offset other costs such as the training itself.Providing additional incentives and support for SMEs to meet their desire for tech adoption has a huge payoff.4.Overcoming the cost barrierA key factor in making training accessible is the cost.Employer investment in training of existing employees has faced a substantial decline,particularly amongst the SME community.SMEs make up 99%of all UK businesses,employing three-fifths of the UKs working population and making around half the turnover in the UK private sector.With many businesses now running leaner operations because of the cost-of-living crisis,there is a real concern that investment in skills and training,which is already low,falls even further down the list of priorities.Studies show that SMEs face a number of obstacles to investing in their workforce,including a lack of information about what training is available,access to economies of scale(smaller employers typically pay three times more per member of staff than larger firms for formal training)and accessing training that is flexible and specific to their needs.Upfront costs are another obstacle to investing in learning(both from a time and financial perspective)as well as a feeling among employees and potential learners that it is not for them.24Chapter 3:Building a skills pipeline25Transport services rely on a blend of private sector operators and suppliers and public sector infrastructure owners.The skills challenge is present in both domains,and it is critical that this is considered within policies to alleviate current or future pressures.Chapter 4:Making the transport public sector more digitally enabledProcurement as an enabler of innovation261.Lack of digital skills in the public sector The public sector shares all the challenges private sector businesses face.The National Audit Office(NAO)says many in the sector believe government cannot hire enough people to deliver three-year transformation strategy.Its report said only 4%of civil servants are digital professionals,compared with an average of between 8%and 12%in other sectors and that a major skills shortage was affecting the whole of the UK with departments ill-placed to compete.The number of government digital vacancies rose from 3,900 in April 2022 to 4,100 in October and that 37%of recruitment campaigns were unsuccessful.This issue is exacerbated by the reality of public sector pay levels being less competitiveness than the private sector.As our roads become more digital,bodies such as National Highways will have increasing responsibilities to manage or interpret vast quantities of data generated on the strategic road network.The same principal applies with smaller,regional roads,with the responsibility falling on to local highways authorities or county councils.In addition,as new regulatory regimes are introduced to govern the use of new mobility such as self-driving vehicles and drones,we must ensure that regulators such as the DVSA and CAA have the necessary in-house skills to effectively oversee the deployment and use of these technologies.The governments desire for the rail sector to undergo tech-led modernisation and open up its data and systems,will require a long-term strategy for attracting the people with the right skill set to the industry.A similar tale in present in the state institutions overseeing aviation and maritime.2.Cross-skilling civil servants The Civil Service Digital Skills Survey reported that over 75%of civil servants would like to receive more digital skills training.techUK welcomes that this is a priority for government as outlined in its policy paper:Transforming for a digital future:2022 to 2025 roadmap for digital and data 2022 to 2025.This sets out the governments ambition to transform digital public services in the years ahead,outlining a specific mission to build digital skills at scale within departments and agencies.Recommendation 4:Government should lead the creation of a new digital skills for transport taskforceWe recommend setting up a cross-modal digital skills taskforce with the backing and funding of the Department for Transport and Department for Education,this advisory body would be tasked in drawing on best practice,insights,and recommendations from across transports fragmented landscape to develop actionable guidance for employers.Representatives from major trade bodies,government,public sector agencies and local government would be empowered to develop transport specific resources for addressing the digital skills challenge and get ahead of issues.Chapter 4:Making the transport public sector more digitally enabledSoftcat Apprenticeship ProgrammeSoftcat currently has four Public Sector Apprentices in London and Marlow,and are recruiting six more for South Coast,London,and Manchester.They offer technical training and opportunity to gain CompTIA qualifications,WorldSkills mindset masterclass workshop,and progression through Sales Development Programme offering internal sales skills training.2728Despite the scale of innovation in transport,the sector still faces an image problem.This causes young people,and especially women,to disregard a career in transport as an attractive career option.Chapter 5:Changing perceptions of the sectorProcurement as an enabler of innovation29if the sector is meet important policy milestones such as the rapid roll out of a nationwide electric vehicle charging infrastructure or decarbonising UK aviation by 2050.1.Increasing attractiveness of the sector The transport sector needs to promote a positive image of the sector that offers career opportunities across the UK.This may also include connecting people to opportunities.Often there is a lack of awareness of the career opportunities that exist and how to get to them.As the transport sector continues to transform,there are new opportunities emerging across the country meaning everyone from new entrants to those looking for a career change have a range of options.For example,All-Party Parliamentary Group for Women in Transport has found that the UK has an“ingrained perception that transport is a male profession”.This belief has affected womens experiences and progression in transport and has contributed to low attraction and retention rates for women in the sector.The sector is also poor at marketing the impact that a career in transport innovation can create.This includes roles helping to decarbonise the sector(transport still accounts for 27%of greenhouse gas emissions)or that can deliver inclusive economic growth through connecting communities.This lack of awareness creates difficulties for companies looking to recruit younger talent especially who place a high value on delivering a wider social purpose through their work.Addressing this challenge is critically important 2.Supporting diversity and inclusion To change the perception of the sector,techUK believes more work needs to be done on supporting diversity and inclusion.Stereotyping and unconscious biases are preventing more people from entering into the sector.More training across the sector will help to Recommendation 5:Government should work with industry to create a Transport Digital Champion Advisory CouncilWe recommend the Department for Transport partners with the industry to establish an advisory board of diverse and inspiring leaders who can act as visible champions for the sector.Individuals appointed to this taskforce will act as a sounding board to the Department for Transport for how it can address recruitment issues.They will also be expected to leverage their appointment,becoming public champions for the careers in transport innovation.Chapter 5:Changing perceptions of the sectorIndustry 100(i100)is the principal initiative from the National Cyber Security Council to facilitate close collaboration with the best and most diverse minds in UK industryAs the national technical authority on cyber security,NCSCs ambition is to make the UK the safest place to live and do business online.i100 brings together public and private sector talent to challenge thinking,test innovative ideas and enable greater understanding of cyber security.Its aim is to bring volunteers from industry and academia into the NCSC on a part-time basis.Since 2017,they have seconded around 180 industry partners into teams across all areas of the organisation.mitigate against unconscious bias in the workplace.Without making the transport sector a comfortable place to work for everyone,staff retention will be low,and it will be hard to recruit.For employers,now is the time to rethink recruitment strategies.techUK has previously showcased how industry can concentrate efforts on inclusive recruitment techniques.Diversity and inclusion and talent development are linked so to get new talent,businesses need to adopt more inclusive hiring practices including open recruitment making sure recruitment practices are open and fair for all candidates,including those from different backgrounds helping companies reach the widest possible pool of talent.It also means exploring the design of the advert and the looking at the process.Companies need to build partnerships with other channels who can bring diverse talent and candidates to the table and being mindful of the language and biases on job adverts.Role models and diverse representation are integral to ensuring that people can see themselves reflected in the organisations that are seeking to recruit them.Diverse role models create a dialogue allowing other colleagues to understand others experiences in the workplace and the challenges they face.30techUK is a membership organisation that brings together people,companies and organisations to realise the positive outcomes of what digital technology can achieve.We collaborate across business,Government and stakeholders to fulfil the potential of technology to deliver a stronger society and more sustainable future.By providing expertise and insight,we support our members,partners and stakeholders as they prepare the UK for what comes next in a constantly changing techUK
2023-04-12
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EXPLORING THE RIGHT LOGISTICS STRATEGY FOR CHINA-U.S.B2C CROSS-BORDER E-COMMERCEwhite paper|march 20.
2023-04-07
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THINKINGOUTSIDETHEURBANBOXThe UK trade association for aerospace,defence,security&spaceREGIONAL ANDRURAL AIR MOBILITYPrepared by:ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 2 of 25 ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 3 of 25 CONTENTS ACRONYMS Chapter Page Foreword 4 1.The need to connect5 2.Where we are right now6 3.Infrastructure9 4.Environmental impact14 5.The economics15 6.The technology18 7.Challenges and considerations22 8.Conclusion and recommendations24 AAM Advanced Air Mobility ATM Air Traffic Management C-TOLConventional take-off and landing(aircraft)DfT Department for Transport EV Electric Vehicle eVTOL Electric Vertical Take-off and Landing ICE Internal Combustion Engine PSO Public Service Obligation route RAM Regional/Rural Air Mobility ROI Return on Investment SAF Sustainable Aviation Fuel S-TOLShort take-off and landing(aircraft)UAM Urban Air Mobility UTM Unmanned Traffic Management ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 4 of 25 FOREWORD The concept of future air mobility solely as a solution for road traffic congestion in mega cities has evolved since the initial#UAM hype.eVTOLs may become a feasible additional transport option within hyper urbanised places,even those that are already highly connected.However,for disconnected and inaccessible remote and rural areas,it may be a necessity or even a lifeline.Future air mobility operations and services will be driven by three main factors:social need/desirability,sustainability targets and economic viability.Social need/desirability has revealed the potential market opportunity for inter and intra-regional and rural air mobility.Social desirability is influenced by the needs,concerns,priorities,and safety of local communities,all of which underpin regulations,local planning,and policy crucial enablers for the integration,operation,and adoption of new concepts of mobility.Sustainability targets for the aviation sector continue to tighten.A long-term global aspirational goal(LTAG)for international aviation of net-zero carbon emissions by 2050 in support of the UNFCCC Paris Agreements temperature goal,was adopted at the 41st ICAO Assembly.The UKs contribution to global carbon emissions can be reduced and national net-zero targets can be supported by rethinking domestic aviation.Making use of zero-carbon regional and rural air mobility and underused airports and airfields,operating across a highly distributed aviation network can offer greener transport routes.The economic viability of some potential regional air mobility routes across the UK has been specified in the 2022 UKRI report-UK Advanced Air Mobility Market Assessment.Economic modelling thus far has considered transport demands across routes already connected by ground transport,disclosing where air mobility can provide an alternative option.In areas currently disconnected and inaccessible due to limited or no ground transport infrastructure,additional commercially viable routes for regional and rural air mobility can be expected.This report provides valuable insights on the social need,sustainability targets and economic viability that can be achieved by thinking outside the urban box and considering regional and rural air mobility.It highlights the physical,digital,airspace,energy and financial infrastructure required to maximise air mobility to serve people and places that need it most.Furthermore,it offers useful recommendations for actors in the future air mobility ecosystem on next steps to explore the potential of UK regional and rural air mobility.Kerissa Khan MRAeS Innovation Lead,Future Flight Challenge,UK Research and Innovation President,Royal Aeronautical Society,2023-2024ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 5 of 25 1.THE NEED TO CONNECTThe way in which we travel within the U.K is transforming.Electrification of the railways,road vehicles,aviation and the introduction of eco-friendly shared mobility services indicates the advancement of this and the one common theme at its centre clean,green,and sustainable.There is a growing interest and demand for a more distributed and connected transportation network that will level up accessibility to goods,services,and opportunities for all communities within the United Kingdom.Many communities in the UK suffer from poor connectivity.Transport services are infrequent,do not respond to demand and are poorly integrated.The lack of viable travel options to access employment,education or many essential services are driving residents and visitors to these areas to rely on private car use1.Poor access to transport options can enhance the effects of social isolation and have a negative effect on the mental wellbeing of residents who do not have access to a private vehicle.Reliant on a limited transport service to meet their basic needs,these communities are more likely to feel the effects of exclusion from mainstream society and limited access to opportunities-as a direct result of poor transport-will inevitably lead to outward migration from these areas.What does this mean?The primary objective of a resilient transport network should be choice.Touted as the third revolution in air travel,Advanced Air Mobility(AAM)is fast approaching,bringing with it the opportunity to expand transportation options by utilising the airspace above us more effectively.The idea of Regional/Rural Air Mobility(RRAM),connecting regions over long to mid-range distances,rural island communities to the mainland and facilitating the delivery of vital supplies and services to poorly linked areas has the potential to drastically enhance not only the way in which we travel but the way we live our lives.We are only scratching the surface of what domestic air travel can bring.Through increased distribution,route network expansion,and improved seamless access working alongside innovative technologies,new opportunities,and ways of living once deemed unfeasible will become possible.1 Transport in rural areas:local authority toolkit-GOV.UK(www.gov.uk)Three in every five domestic flights are over water.Connectivity with Northern Ireland,Scottish islands,Isles of Scilly,and crown dependencies are all heavily reliant on air travel Connecting the roads and railways to the skies to provide one complementary mobility service will drastically reduce travel times and open new opportunities for all communities within the UK regardless of where you live.ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 6 of 25 2.WHERE WE ARE RIGHT NOWThe data Population levels within the U.K are rising fastProjections from the Office for National Statistics show that the current UK population of 68.5 million2 will rise to 71.6 million by 2033,passing 70 million by 2029.What this data also shows is the declining population across 38 local authorities and an exponential increase within cities such as London and Manchester,as the trend of increasing urbanisation continues.As a result of this,investment in transport infrastructure is likely to be concentrated on these locations to meet growing demand.In addition,age groups of 65 years are predicted to grow by approximately 50%in rural areas throughout the UK between 2018 and 2043,with virtually no increase predicted among the younger population aged 16-24 years3.This is a noteworthy trend with respect to mobility and increased isolation which may signify the slow decline of these communities over time.Time for Change Rural and Regional Air Mobility(RRAM)could be a part of the solution towards overcoming these concerning statistics and bridging the gap between populations throughout the UK.Stepping away from notions of air travel being disproportionally accessible to high income groups only,this is a service that has the potential to become as common place as catching a bus in the not-too-distant future.As we look ahead post pandemic,we must ensure physical connectivity-beyond the digital-comes back into focus once again.By connecting rural and regional areas to a multi-modal transportation network in which highly accessible air travel plays a crucial role,there will be increased choice in determining where you can live in relation to your place of work,as well as to leisure and entertainment facilities,healthcare,and others in our communities.In turn,the urge and need to migrate away from previously poorly connected areas could be reduced and rural communities afforded the chance to endure and thrive.A recent investigation conducted by the UK Government4 where public surveys,interviews and focus groups sought to better 2 United Kingdom Population 2022(Demographics,Maps,Graphs)()3 Living longer-Office for National Statistics(ons.gov.uk)4 Union Connectivity Review(publishing.service.gov.uk)Figure 1 UK population growth estimates,2000 to 2050 Defining rural The definition of rural in the UK varies.In Scotland it is defined by settlement size of typically less than 3000 inhabitants.In England and Wales,it is defined as an area with a population of less than 10000.Rural Scotland accounts for 98%of the land mass of Scotland with 17%of the population residing there,and in England and Wales,rural areas make up 85%of the land area with approximately 18%of the population in residence.This reflects the dispersed nature of populations in rural areas throughout the U.K which,in total,is estimated to be at around 11 million Source:https:/ ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 7 of 25 understand transport priorities and current challenges,found clear evidence of the value that UK citizens see in improving transport links:Further to this,the Organisation for Economic Co-operation and Development(OECD)in a recent International Transport Forum(ITF)-Innovations for Better Rural Mobility report5 suggests that convenient and affordable transport offer does not only improve access,but also provides the basis for incentivising more sustainable mobility behaviours,crucial in this age of net zero.Improving domestic connectivity RAM should be considered an integral function of the multi-modal transportation landscape of the future and as an enabler for the development of innovative technologies,renewable energy generation and investment opportunities.Operating in a vast area with less congestion and over unpopulated locations may help to refine these technologies and the regulations needed for denser airspace operations.In addition,there will be less need to expand road and rail networks at ground level,the construction of which can run into the tens of billions and cause major disruption to the surrounding areas.Among the numerous recommendations issued in the 2021 Union Connectivity Review the following key messages with regards to UK aviation are clear:We must increase the drive towardssustainable domestic aviation;andtake measures to improve domesticaviation connectivity.The review also endorses ambitions published by the DfT for net zero aviation which includes the commitment to assessing the feasibility of Public Service Obligation(PSO)routes with low carbon aviation which may prove to be a key enabler for AAM services in a regional use context.As stated in Flightpath to the Future6,PSOs play a vital role in supporting domestic connectivity and can support levelling up and enhance union connectivity.5 https:/www.itf-oecd.org/sites/default/files/docs/innovation-rural-mobility.pdf 6 https:/assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1079042/flightpath-to-the-future.pdfTwo in three Proportion of respondents that thought that improved transport links would have a positive impact on peoples ability to access job opportunities Seven in ten Proportion of respondents that thought improved transport links would make it easier for people to live in alternative areas and improve access to key transport hubs ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 8 of 25 Governed by regulation,there are 22 publicly subsidised lifeline flights between geographically remote and/or inaccessible communities in Wales,Northern Ireland and Scotland which would not be commercially viable without public subsidy.They typically operate once a day or less frequently using small,specialised aircraft and are vulnerable to weather-related disruption7.Many of these routes could be viable options for RAM operations,affordably and sustainability connecting communities that might otherwise be isolated without heavy subsidies.The development of a thriving and sustainable domestic aviation market,using technologies enabled by Regional Air Mobility,is particularly important will play a key role in delivering the UKs Net zero targets.According to a recent Element Energy report8,the DfTs High Ambition scenario includes emerging high-risk technologies and uncertain policy in the forecasting of the emission abatements in 2035 therefore more available,easier wins may be considered in the interim while these technologies are matured.7 Future of Mobility:the UK air transport system how and why is it changing?(publishing.service.gov.uk)8 https:/www.aef.org.uk/uploads/2022/05/The-Role-of-Aviation-Demand-in-Decarbonisation-Full-Report.pdf ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 9 of 25 3.INFRASTRUCTUREIn order to provide a service that is accessible,dependable,and affordable,we should use existing infrastructure wherever possible.Regional/Rural Air Mobility offers a cost-effective solution to connect communities that have been underserved by current aviation services on offer while also alleviating the pressure felt on aviation hubs with increasingly limited capacity.As a new generation of alternatively powered aircraft is developed,communities could welcome a transport system compatible with their needs as well as the new opportunities afforded by the development of their local airport infrastructure.The question is however,how can this existing infrastructure be developed and scaled up?It is clear that for there to be a viable market for RAM in the UK,considerable investment is required across all aspects of infrastructure,for example:air traffic management systems,booking platforms,maintenance facilities,charging capabilities and flight operations which will be key for implementing air mobility services in both urban and rural settings.It is important to remember that the infrastructure proposed for AAM in an urban context does not necessarily translate to the requirements of more rural and regional located services.Vertiports and“Vertistops”commonly associated(as their names suggest)with vertical take-off and landing aircraft,vary in complexity and capability but typically remain in their design urban based,purpose-built facilities.The infrastructure that would be required for regional and rural air mobility services would be simpler in design and function and be able to accommodate short or conventional runways to include a wider range of aircraft,i.e.,C-TOL and S-TOL.There will be strategically placed hubs fitted with refuelling/charging capabilities,and onward transport connections complimenting and working with the regional transport network to which they belong9.These significant differences could see investments go a lot further.9 These commercial operations will most likely start at the existing 48 licenced aerodromes across the UK with smaller unlicenced airports following as operations mature A range of aircraft Electric Vertical Take-Off and Landing (eVTOL)Short Take-Off and Landing (S-TOL)Conventional Take-Off and Landing (C-TOL)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 10 of 25 On the ground Generating and distributing energy As of August 2021,there were over 2200 known airfields,helipads,grass strips and other flying sites located throughout the UK,approximately 200 of which are considered disused and abandoned.10 The benefits that could be gained from utilising and re-purposing the existing land,associated airspace and ground facilities that already exist(or were previously in place)necessitates a comprehensive piece of research that should be undertaken before sourcing alternative locations and building brand new facilities.The Airfields of Britain Conservation Trust11 suggest over 230”major”airfields have the land footprint to support RAM.Furthermore,the majority of regional aerodromes in the UK typically sit on large areas of underutilised land(examples include Inverness,Wick,Oban,Newquay,Lands End)affording the space required for the transformation of such sites into renewable energy hubs.In turn this energy could be used to not only charge the batteries of electric aircraft,but for non-aeronautical revenue purposes such as charging of ground vehicles and eventually hydrogen fuel source generation12.Through harnessing the power of modern solar technology and having bi-directional connection to the national grid,energy hubs for local communities could also be provided,simultaneously tackling the reduction of greenhouse gas emissions both in the air and on the ground.Whilst all of this relies on the individual evaluations of each site location,greater understanding,and modelling of the charging demands,how it is transmitted,distributed,generated and the power requirements across these potential sites could prove invaluable to future infrastructure development.Learning from automotive To give an insight into how quickly electric grid upgrades at airports could be completed,it is useful to learn from,and draw comparison to,the rate at which electric charging stations are constructed for EVs on the road.With the UK Government intention to ban the purchase of new fossil fuel vehicles by 2030,and the drive to install EV charging facilities throughout the country gathering momentum,an opportunity is presented to ensure the national grid is expanded with initial AAM services in mind.An example of this would be a recent announcement from Shell UK who have shared plans to invest between 20 and 25 billion into the countrys energy system over the next decade13,which includes the rollout of charging infrastructure for EVs so that,by 2030,90%of UK drivers will be no more than 10 minutes from a Shell rapid charger14.10 Maps-UK Airfields 11 Airfield Finder-Airfields of Britain Conservation Trust UK(abct.org.uk)12 Many UK airports currently generate renewable energy onsite.For those that do not,they possess the required space to adopt on-site generation.13 Shell UK aims to invest up to 25 billion in the UK energy system|Shell United Kingdom 14 https:/www.shell.co.uk/media/2022-media-releases/shell-uk-aims-for-90-percent-of-drivers-to-be-within-10-minutes-drive-of-a-shell-rapid-charger-by-2030.htmlBetween 2016 and 2021 the charge point network grew fourfold from 6500 to more than 28000 devices.As of the end of March 2022 there were over 30,000 devices distributed across the UK with numbers continuing to grow.ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 11 of 25 As demonstrated by the charts below,the automotive industry has seen a rapid increase in the availability of electric charging stations over the last few years,with a geographic spread across the country.In addressing the issue of energy storage facilities,the option of mobile charging-as suggested in the recent paper published by CPC Blueprint for Zero Emission Flight Infrastructure15-may also be considered where fixed charging infrastructure is either not viable or unavailable.These mobile charging vehicles may also at some stage be capable of alternative onboard energy storage options such as hydrogen fuel cell technology.15 CPC ZEFI report Number of public charging points by speed,2016 to date Distribution of chargers across the UK ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 12 of 25 In the air One of the main challenges facing AAM in both regional/rural and urban contexts is airspace integration.The need for complex deconfliction services,cooperative surveillance,navigation,and communication technology and how all of this may be regulated and interface with air traffic is still a work in progress.While it is widely accepted that initial operations will be piloted,the journey towards full automation has begun and the technology required to make this happen already exists16.The evolution of airspace integration will be progressive and modernisation strategies like those of the UK CAA17 are already looking ahead towards 2040.Figure 2 examples of the complexity that airspace infrastructure will have to take into account18 One acknowledgment common to all such strategies is that engagement with regulatory authorities start at the very beginning of all development processes which will be crucial to ensuring standards are harmonized for interoperability across all new aircraft systems and seamless,controlled operations.With RAM,this will be more easily accomplished and may advance developments and public acceptance as operations in less congested airspace,over unpopulated areas pose less risk to users and third parties.RAM operations are also less likely to be restricted by the current ATM systems used today while UTM systems are being developed as they would be operating in fewer numbers,throughout less obstacle rich environments and larger areas of airspace whilst possessing the technology to detect and avoid other air vehicles automatically with little to no human interaction required.The ultimate goal for the management of airspace in the UK is to keep up with demand,innovation and provide enhanced digital control while avoiding the placement of burden on already overloaded ATCs on the ground.It is only if ALL airspace users are electronically conspicuous will we be able to achieve full integration.Previous studies19 have indicated that cooperative surveillance and communication technology will be a core aspect to ensuring full integration.16 DARPA completes first flight of Black Hawk helicopter with no crew onboard-Inceptive Mind 17 Airspace modernisation|Civil Aviation Authority(caa.co.uk)18 UKRIs Future Flight Challenge Roadmap 19 CAA Studies ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 13 of 25 Summary Maintaining high levels of safety in the operation of these services and new technologies requires prolonged and in-depth analysis,testing and substantial amounts of data gathering,therefore,there is an argument for learning to walk,before attempting to run.This in no way suggests that innovation and progress should be stifled,but rather that in the very early stages,operations within less densely occupied airspace could collectively develop technologies,demonstrate to regulators,and nudge public acceptance in the right direction safely.ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 14 of 25 4.ENVIRONMENTAL IMPACTOne of the most significant challenges facing the world today and one that we are increasingly feeling the impact of is climate change.With many countries now declaring climate emergencies,in 2019 the UK became the first major nation to commit to net zero and ending their contribution to carbon emissions by 2050.In addition to this,the Climate Change Committee(CCC)has also now advised a new interim target to reduce emissions by 78%in 2035 which has been accepted and adopted by the UK Government.Aviation in its current form is responsible for a small but significant portion of global carbon emissions with current aviation technologies and operations run almost exclusively on fossil fuel energy sources.In addition to CO2 emissions however,there are growing concerns with the strong warming effects felt as a result of nitrous oxides,vapour trails,oxidised sulphur and cloud formations caused by aircraft flying at high altitudes.It is possible that these non-CO2 emissions contribute twice as much to global warming as aircraft CO2 and may be responsible for up to two thirds of aviations impact on global warming20.More research is needed to determine the full extent of this.We all know the statistics and the threat faced by rising sea levels and temperatures but fewer experience the effects of these changes in the UK than those living in rural communities.Elderly and reduced mobility residents,those physically isolated and communities with poor transport links are particularly vulnerable to events such as flooding and storm damage or rather the recovery from such events.Whilst this paper does not address the use of AAM vehicles and drones in an emergency/disaster relief capacity,regional and rural mobility air services located within operating range of danger areas,recovery efforts,damage assessment and even evacuation efforts would be assisted.To approach the issue of urbanisation and population expansion from an environmental perspective is also worthy of note.Inevitably as populations grow,cities will need to expand their footprint outwards,potentially onto green belt land.Equally,the expansion and development of the transport network at ground level also threaten-or adversely impact-natural woodland and rural communities.As mentioned previously,providing rural populations with improved transport links will not only improve the lives of the people who use it,but will ensure a minimally invasive effect is felt on the environment.The green opportunity of regional air mobility With the continued development of battery technology and an increasing focus on decarbonisation,regional air mobility can form a foundational part of the broader net zero transport strategy.By connecting regions and cities that would otherwise require heavier carbon emitters,next generation aircraft can offer truly sustainable flight and alternative means of travel.20 Study reveals aviations non-CO2 climate impact|Travel Weekly Data from GAMA-IBAC ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 15 of 25 5.THE ECONOMICSTo understand the economic impact that a revolution in regional air connectivity would bring,is to understand the economies of individual regions throughout the U.K and the role that air transportation plays within them.The time is fast approaching where local community leaders must acknowledge the changing transport landscape,the appetite for improved mobility and the substantial economic benefits that can be gained from employment opportunities,investment,and improved quality of life beyond the existing public service infrastructure which has evolved over many generations.The ADS whitepaper Distributed Aviation21 refers to RAM as a means to preserving and enhancing regional connectivity“with traffic shifting out of hub airports additional regional capacity is gained and can be supported either by governments or hub airports through direct investment or by other means.This represents an opportunity to increase regional connectivity and wealth.”Figure 5,right,represents how improving technological advances can unlock the economics of regional air mobility.22 Economically,it makes good business sense to ensure that this new era of mobility is done right first time around to encourage passenger uptake in a regional use context,RAM should not operate as a stand-alone service but ensure that first and last mile travel is considered with a seamless passenger journey in mind at all times,connecting this to existing and future mobility hubs.Fundamentally an AAM service will only be adopted if it offers greater convenience,speed,accessibility,and passenger experience at an affordable price point.Social arguments mentioned previously regarding sustaining populations,enabling longer commutes and increased access to hospitals as well as leisure services will be prominent arguments for the economics of RAM and enhanced rural connectivity.In the UKRI Future Flight Socio Economic Study23,a sub-regional use case directly connecting York to Preston was used to demonstrate the expected time and cost savings in comparison to rail.Assuming certain variables such as passenger capacity,it found that using an electric air taxi for this 108km journey would be 2 hours faster and 47%cheaper overall.Conversely it also suggests that a rural use case connecting village to village over 25km was almost 65%more costly when compared to private car use but still proved more time effective.If the variables effecting cost could be worked to reduce the additional expense from 65%to around 25%,that in conjunction with the time savings and convenience would be a more attractive premium.21 https:/www.adsgroup.org.uk/blog/distributed-aviation-a-new-economic-model-for-electric-aviation/22 Ibid 23 UKRI study Using regional air mobility,a 108km journey could be 2 hours faster and 47 percent cheaper in comparison to rail ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 16 of 25 With a majority of the technology pathways already sitting at an advanced maturity level,the immediate advantage of siting co-located power generation solutions to serve both ground and airborne vehicles offer a number of cost-benefits,but most importantly,we do not need to wait for AAM and RAM to be fully established before this can be implemented.The use of technology and electricity to support a duality of RAM and road vehicles move the focus to situations where operators will start to see a solid return on investments.Additionally,the Union Connectivity Review of 2021 states:“Where journeys are too long to be reasonably taken by road or rail,the UK Government should:Revise existing subsidy rules for domestic aviation to allow support for routes between different regions of the UK(rather than just to and from London).”This acknowledges that at this time,Government intervention is needed to ensure the viability of existing Public Service Obligation(PSO)routes which total approximately 13m in subsidies.With rural power generation in place this enables RAM services,but without the PSO funds to kick-start commercial operation,RAM operators may not choose initial flights on this basis,which suggest a need for public funding in the first instance.In the recent DfT report.Flight Path to the Future,this is supported by UK Government which states:“We set out the potential for future PSO routes to use SAF or zero emission technologies.Our aim is to have a thriving domestic aviation sector where there are no PSOs operating as they have all returned to commercial operations.However,this policy will protect vital connectivity that is in danger of being lost”.Furthermore,increasing air connectivity for the exploitation of non-mobile industries such as agriculture,oil and gas,fishing,mining,and tourism will have a positive effect on the regional economies where these industries exist.The domino effect of increased tourism,the relocation of manufacturing,efficient and timely import/export,and the ability to carry out surveillance and inspection tasks at a lower cost,will lead to cheaper public services.Further to this,increased air traffic in an area can lead to an increase in GDP,service sector employment growth and in some cases act as an attractor for high technology jobs24.Funding Consider the wider economic drivers behind mobility and the socio-economic make-up of the United Kingdom.According to the OECD25 London attracts nearly 30%of transport infrastructure investment,and this is reflected in the differences between labour productivity.With companies looking to pay less for working from home there will continue to be regional differences in labour productivity and living standards.Yet despite this,the funding mix around RAM does indicate a definitive split between the current approach from central governments investment portfolio around“traditional”transport(road,rail,commercial aviation)and the new digitally native platforms of the future with a much different approach.This is exacerbated in areas which may not be as economically attractive based on existing connectivity.The OECD report notes that“Infrastructure is essential in attracting foreign direct investment.For instance,a recent survey has found that transport infrastructure is the second most important criterion for multinational firms when choosing where to invest.Therefore,lack of connectivity can translate to a lack of investment.24 Wider Economic Impacts of Regional Air Connectivity(publishing.service.gov.uk)25 Improving Infrastructure in the United-Kingdom(oecd.org)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 17 of 25 The 2018 National Infrastructure and Construction Pipeline report26 showcases this very clearly and needs to be resolved before any sort of RAM operations can be viable.RAM investment within infrastructure seems to fall between two funding stools,that of transport and digital infrastructure(see below image)which can mean it struggles to attract attention.Digital aviation falls under both pipelines in some respects but is unlikely to be a priority to either group.This may mean less appetite to drive infrastructure change at a political level,placing greater reliance on transformative industries.Summary This section intends to highlight the bridge that has yet to be constructed to resolve these emerging issues.In 2021 the UK Infrastructure Bank(UKIB)was launched to provide finance for local and private infrastructure projects.By dovetailing this into future National Infrastructure and Construction Pipeline,there is an opportunity to tie this into the 650 billion of public and private investment.Furthermore,pension funds and insurers will be able to invest between 150 billion and 190 billion in infrastructure over the next ten years as developing the sector requires patient capital and long-term investment for the stability and sustainability of emergent and related industries in support of national objectives27.A longer timeframe helps to attract talent and build a resilient sector in terms of skills and supply chain.It needs to be publicly seeded and privately funded to move at pace.26 NICP Report 27 CP 329 National Infrastructure Strategy Fairer,faster,greener November 2020(publishing.service.gov.uk)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 18 of 25 6.THE TECHNOLOGYAircraft Propulsion Technology Aviation is currently going through an electrification revolution.Nothing else can be deemed as disruptive and innovative since the invention of the turbine which opened doors to new ways of travelling further,quicker,cheaply,and safely.This new era brings with it advantages by way of simpler design,distributed propulsion,and low production,operational and maintenance costs.As with all things however,there are some developmental hurdles to overcome.The ADS distributed aviation paper,argues why current fossil fuel ICE or turbine powered aircraft are not economically viable for many RAM routes and that electrification offers a potential route to reduce the overall life cycle cost of RAM operations,leading to the opening up of more commercially viable RAM routes within the UK and globally.It is expected that electrification of RAM aircraft will comprise a mixture of electric propulsion technologies based on hybrid,Battery,and Hydrogen Fuel cell electric technologies;all of which are in use today at high TRL levels and are maturing rapidly for use in aviation as a result of zero carbon initiatives.This is especially true for small sub regional aircraft applications(Up to 20 seats).It is expected that within the next five years aircraft of each type will have been certified and will be operating RAM routes cost effectively.With respect to battery electric power in particular,the technology is very limiting in terms of energy density;currently offering energy densities in the region of 200WH/Kg to 250WH/Kg which are really only suitable for small 46-seater aircraft with limited range requirements.It has been suggested by many industry leaders that an energy density around 350-400Wh/Kg28 will be necessary for this propulsion technology to really take off.To put this into context,these density levels will allow only small 9 seat VTOL aircraft to achieve ranges of 100-200km and CTOL perhaps around 400-500km.You would need at least 500WH/kg to 1000WH/Kg to start to achieve something close to conventional regional jet range.From the data provided in the above image,it is clear that regular aviation fuel has advantages over hydrogen and batteries in terms of energy and volumetric density,although,fossil fuel ICE or turbine powered aircraft have poor overall efficiencies turning this into usable propulsive power(25-30%);when used in hybrid electric applications to power a turbine driving an electric generator,efficiencies can be maximised.Using SAF can subsequently make hybrid electric an attractive“zero carbon”solution with high TRL levels for aviation applications.Its also scalable for applications in sub regional/regional size aircraft although there remains concern that greenhouse 28 The Batteries Behind the Electric Aircraft Revolution-Aviation Today ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 19 of 25 gasses are still delivered into the atmosphere at altitude.More research is needed in this area to determine the true long-term impact of this.While there are complex challenges that need to be overcome with regards to battery usage as a primary source of power in aviation and in-particular scaling this for sub regional and regional applications,their use in smaller aircraft over shorter ranges is viable now.The high efficiencies provided by direct battery power alone can,to some degree,offset density issues and make use of existing distribution systems allowing battery powered aircraft to potential rely on cheaper energy in comparison to aviation fuel.This assumes that the electricity will be sourced from renewables i.e.,green electric batteries and the associated electrical power systems,that also require potentially less maintenance than conventional ICE/Turbine aircraft.In summary,battery technology is expected to be used extensively in small 4 to 9 seat aircraft with ranges of up to 190 miles for the foreseeable future unless significant improvements are made to energy density.Hydrogen powered aircraft using either gaseous H2 or liquid LH2 is another viable option in the bid to sustainably decarbonise the aviation sector and with higher energy density per kilogram,it is most suited for use in short to long haul flights.Within the UK at this time,most hydrogen productions originate from fossil fuels,however,through UK government lead initiatives,a move towards green hydrogen produced through electrolysis and blue hydrogen from carbon captured gas steam are paving the way for this to become a viable alternative to depending on battery technologies alone.This is expected to lead the way for Hydrogen as a cheap alternative to fossil fuel for aviation usage.As attractive as this alternative appears though,the technology readiness levels of the storage tanks required for H2 and LH2(in aviation)are still relatively low and yet to comply with stringent aviation safety standards although this,along with the production and distribution infrastructure,is expected to rapidly improve over the coming years29.In comparison to batteries even with the complexities of storage and energy conversion,Hydrogen systems are capable of achieving in the region of 10 x better energy density which makes them very attractive as a green power solution for RAM applications.The Aerospace Technology Institute(ATI)s 2022 strategy,Destination Zero,sets out the technological pathway for aerospace in the UK,which includes a detailed look at the potential entry into service dates for zero-carbon emission platforms.While midsize LH2 platforms may not be in 29 WEF_Target_True_Zero_Aviation_ROUND_2022.pdf(weforum.org)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 20 of 25 service until the middle of the century,the sub regional and regional platforms could be viable by 2030 or 2035,as demonstrated by the above chart.30 To summarise,with significant investment being made in electric power system technologies both Battery and Hydrogen power technologies are improving rapidly offering higher efficiency,higher energy density solutions whilst also using more sustainable,lighter composite materials in their production.Electrification is also expected to reduce the maintenance costs of such systems with respect to existing ICE/Turbine aircraft.As a result,the life cycle costs are expected to reduce below that of fossil fuel powered aircraft for RAM applications,potentially opening up a wider market for RAM operations that would otherwise not be commercially viable.Digital Technology Improvements in digital technologies will also be a key driver in the success of RAM operations.Digitisation is already improving the design/certification of AAM air vehicles,flight planning,air space management,ground system design and operations,efficiency and hence cost.The three areas of interest underpinning potentially large steps in AAM success are Starting with AAM ground infrastructure,the digital technologies listed above will be essential in ensuring that AAM can be operated as part of a multi modal transport system allowing secure booking of travel from start to finish.Such systems will also allow secure bookings to be updated either as a result of changes in customer circumstances or due to changes in the travel system i.e.,weather disruption,availability of services etc.In fact,these technologies are already being used in similar sectors of aviation with high TRL levels so it is expected that AAM will be able to leverage from these areas from the outset.In the design and certification of the air vehicles,digital technology in the areas above is already in use and improving in TRL.High speed multi core processors are now being used in many applications allowing significant improvement in digital throughput against power consumption and are providing realisable platforms for the operation of using artificial intelligence(AI)and machine learning(which can be considered part of AI)across the development lifecycle of AAM air vehicles.Regulatory agencies have recognised this and have already released guidance and are working regulation to cover this new evolving area of technology area.EASA have recently released its Artificial Intelligence roadmap31 in recognition that they will have to support this with regulation in 30 ATI Destination Zero,available at:i.org.uk/wp-content/uploads/2022/04/ATI-Tech-Strategy-2022-Destination-Zero.pdf 31 EASA Artificial Intelligence Roadmap 1.0 published-A human-centric approach to AI in aviation|EASA(europa.eu)New generation high speed low power processing including quantum computing Secure digital technologies such as blockchain and similar Artificial Intelligence(AI)/Machine Learning(ML)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 21 of 25 the coming years.In the context of aircraft embedded AI/ML,automation or pilot-less AAM air vehicles are already being developed by a few eVTOL companies today.Whilst it is expected that full certification of passenger carrying pilot-less AAM air vehicles is more than five years out,this technology,leveraging from AI,is considered to be key to increasing AAM traffic volume and reducing overall service cost i.e.,predominantly through a reduction in the dependency on human pilots.ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 22 of 25 7.CHALLENGES AND FURTHERCONSIDERATIONSThere are additional challenges and considerations when it comes to establishing and integrating Regional/Rural Air Mobility services,in any context-some of which are summarised below.Licencing Ensuring the development of a comprehensive and effective licencing regime will be critical.This will need to cover all aspects of the RAM ecosystem,including pilots,mechanics,security personnel and air traffic controllers.Weather systems Aside from the obvious gaps in suitable licencing frameworks,RAM operations will undoubtedly be exposed to more demanding weather conditions on a repetitive basis.In such conditions pilots will have reduced visibility to detect and avoid other obstacles or aircraft leading to greater reliance on automatic detect and avoid technology.These systems however must possess the appropriate robustness and accuracy to be deemed safe to use.Along with this is the issue of potential cancellations and delays to services that could become more prevalent in ever changing climate conditions which reinforces the multimodal mobility as a service(MaaS)concept whereby alternative travel arrangements can be made should one become unavailable.Public acceptance The undisputed heavyweight underpinning the success of AAM services across all use cases urban and regional is public acceptance.Many social and stakeholder studies have been performed for this and continue to form the framework for the adoption of AAM and its associated ecosystem.Common challenges exist between UAM and RAM such as the perceived change in noise and visual pollution.From a social desirability standpoint,the cost of travel must be considered with a pull from the public through transparent communications and advertisement of desirable attributes,rather than a push from industry.Connected to this would be lack of accessibility and limited route availability that traditional aviation services have not been able to facilitate due to rising operating costs and,in places,a lack of alternatives such as Demand Responsive Transport(DRT).For RAM to be taken up seriously it will have to prove that it can save cost and time overall in comparison with other forms of transport.Consider too other traditional forms of transport heading towards Net zero faster than aviation green credentials are important but may not be a differentiator for RAM vs UAM.This inevitably leads to the question of,will passengers tolerate unfamiliar aircraft and the price point of using them in the name of Net zero alone?Should a more distributed and interconnected network not be established throughout the UK,another key challenge we may see in the mobility landscape of the future will be managing the inequalities of access to new technologies32.32 Future of mobility:inequalities in mobility and access in the UK Transport System(publishing.service.gov.uk)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 23 of 25 Regulatory frameworks Regulatory frameworks for AAM are developing slowly and inform the outcome of many of the topics discussed in this section.Some lesser discussed considerations are the regulatory penalties such as emissions charging;the transition to a low carbon economy in the domestic transport sector could impose costs on all passengers and are likely to be disproportionate across market segments.Technological risks Regarding the technology,Hydrogen fuel cells whilst mature in other sectors,have many challenges when applied to aviation,not to mention the risks for aviation use especially concerning storage capability onboard aircraft.They are currently limited in scalability of electrical power output and have relatively low efficiencies in the region of 40-60%*.Also,with Hydrogen fuel cells producing 9kg water to every 1kg of Hydrogen consumed as by-product,water vapor released at altitude to form contrails,also act as a greenhouse gas.Research has shown hydrogen contrails could also form at lower altitudes,cover greater areas and be thicker and longer than those produced by burning jet fuel33.Further research will be needed to determine the long-term effects of these non-CO2 emissions on the environment and may go on to inform the design and use of hydrogen aircraft in the future.Battery sourcing With regards to batteries,there are significant concerns when it comes to the through life management and disposal of these.Greenpeace estimates that 12m tonnes of EV batteries will be retired between 2021 and 2030.The environmental impact associated with the disposal of EV(namely lithium-ion)batteries could be catastrophic if recycling processes are not followed.When these batteries end up in landfills,they release contaminants including toxic heavy metals and create underground fires that burn for long periods of time releasing further contaminants.Through recycling,the production of virgin materials can be reduced however at present it is proving cheaper to do this over recycling which calls for greater regulation and collaborative,smarter thinking:organisations such as The Global Battery Alliance(GBA)34 are bringing attention to this issue.The Royal Society of Chemistry(RSC)points out that geopolitical unrest,including the war in Ukraine,has also caused huge spikes in the price of materials like nickel,a key element in EV batteries.This volatility in the market for elements is causing chaos in supply chains that enable the production of electronics.Combined with the surge in demand,this caused the price of lithium-another important component in battery technology-to increase by almost 500tween 2021 and 2022.33 WEF_Target_True_Zero_Aviation_ROUND_2022.pdf(weforum.org)34 The GBA(globalbattery.org)ADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 24 of 25 8.CONCLUSION ANDRECOMMENDATIONSPotential of regional air mobility As this paper has discussed,regional air mobility can offer several advantages over conventional aviation:But these benefits will not be realised overnight;there is a challenging path ahead with many hurdles that will need to be overcome.The aviation industry has a long and proud history of overcoming problems that many thought to be intractable,whether that be supersonic flight,turbine engines or indeed flight itself.This report is primarily a thought-piece on the potential of RAM to disrupt the way we view aviation and allow thoughts of social value to permeate the conversation.There are,however,a number of potential avenues that industry could explore to greater enable a RAM-connected future.Recommendations Develop a roadmap to implement AAM operations Undertake further research into the environmental impacts of all aspects of aviation,including non-CO2 A comprehensive and study bringing together use cases,market analysis,viable technology,infrastructure requirements,environmental assessment,and community engagement Develop a UK capabilities database to showcase the strengths of the UK industry in a RAM context Improved regional connectivityGreen,sustainable travelInvestment in aerospace technologyInvestment in energy infrastructureRAMADS-Atkins-LiveLink Aerospace:Regional and Rural Air Mobility,November 2022 Page 25 of 25 CONTRIBUTORS Rebecca Egan Senior Consultant,Atkins Rebecca is a Senior Consultant for Atkins and has over 16 years of experience working within the highly regulated aviation industry.Now established within the Advanced Air Mobility market,she provides support to the Future of Flight Challenge along with various other key organisations to grow Atkins capability in this sector,furthering the development of aviation innovation both within the UK and Darrall Hicks Chief Engineer,Atkins Darrall is a Chief Engineer for Atkins with over 40 years of experience in the Aerospace industry.Highly experienced in the management/development,and Certification of safety critical avionic systems within the UK and overseas,Darrall has in-depth understanding of both the technical and business aspects of the aviation sector with specialist knowledge in the field of flight controls as well as mission,cockpit display and power distribution systems.D Aleks Kowalski Director,LiveLink Aerospace Aleks has over 17 years of aviation experience which includes airline captain,trade union safety rep in ATS and RPAS,Director at ARPAS-UK.He also founded a drone training organisation and currently supports integrated aviation through the Shared Airspace Council and technically through LiveLink Aerospace via a small low-cost way means to enable full digital airspace Andy Phillips Aerospace Policy Adviser,ADS Andy is the Aerospace Policy Adviser at ADS,the UK trade association for aerospace,defence,security,and space.He has previously spent almost four years in the UK Parliament working for Members of Parliament,before joining the Expansion team at Heathrow Airport.At ADS his focus includes advanced air mobility,future of flight and sustainable aerospace.andy.phillipsadsgroup.org.uk ABOUT ADSADS represents and supports more than 1100 UK businesses operating in the aerospace,defence,security and space sectors.Our membership ranges from major multinationalbusinesses with substantial UK presences,to hundreds of small and medium sized companiesin every part of the country.Whether representing industry,connecting our members with business opportunities or drivingforward innovation and growth,ADS is at the forefront of an array of activities,events andprogrammes that benefit our members.adsgroup.org.ukContact:Andy Phillips-Policy Adviser Aerospaceandy.phillipsadsgroup.org.ukCONTRIBUTORSRebecca Egan and Darrell HicksAtkins LimitedThe Hub500 Park AvenueAztec WestBristolBS32 4RZAleks KowalskiLiveLink Aerospace LtdLiveLink House56A East Street,Havant,PO9 1BSTel: 44(0)1454 662000Fax: 44(0)1454 663333 Atkins Limited except where stated otherwise
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UTAH ADVANCED AIR MOBILITY INFRASTRUCTURE AND REGULATORY STUDYii|P a g e Executive Summary.1 Benefits and Limitations.1 Current Assets.2 Required Assets.3 Phased Implementation Timeline.3 Financing and Funding.4 Actions the Legislature Might Consider.4 Final Thoughts.5 Chapter 1:Benefits and Limitations.6 Chapter 2:Existing and Required Infrastructure Assets.8 Existing Aviation Infrastructure.8 Parking Facilities.9 Electrical Grid and Power Generation.10 Utah Communications Network(Fiber Optic,Cellular).10 Weather Monitoring and Reporting Systems.11 Workforce Development Efforts.11 Required Infrastructure.12 Chapter 3:Phased Implementation Timeline.19 Phase One.19 Phase Two.21 Phase Three.24 Phase Four.27 Chapter 4:Financing and Funding.30 State Financing.30 Municipal Bonds.30 Federal Financing.31 Private Financing.31 iii|P a g e Funding.32 Chapter 5:Legislative Considerations.35 Defining Advanced Air Mobility(AAM).35 Regulating Advanced Air Mobility.35 Local Municipal Processes.38 Phase One Implementation.40 Conclusion.41 Appendix A:United States Federal Programs and Regulatory Efforts.43 Advanced Air Mobility Coordination and Leadership Act.43 Advanced Aviation Infrastructure Modernization Act.43 FAA Unmanned Aircraft Systems Test Site Program.44 FAA Urban Air Mobility Concept of Operations.45 FAA UAS Traffic Management Concept of Operations.45 NASA Advanced Air Mobility National Campaign.46 Additional Federally Funded Research Efforts.46 Appendix B:Advanced Air Mobility Efforts in Other States.48 Arkansas.48 California.48 Florida.49 Michigan.50 North Carolina.51 North Dakota.52 Ohio.52 Appendix C:Global Implementation.54 Brazil.54 Canada.54 European Union.54 iv|P a g e Japan.54 1|P a g e Executive SummaryExecutive Summary The Utah Legislature requested the Division of Aeronautics conduct a study of the development and implementation of advanced air mobility(AAM)in the state through Senate Bill 218(2021)and Senate Bill 122(2022).The Legislature indicated that the study should:Identify potential benefits and limitations of implementing advanced air mobility;Identify current state assets and state assets in development that support advanced air mobility;Identify assets required for full implementation of advanced air mobility;Assess the feasibility of options for the future implementation of a statewide advanced air mobility system,including a potential timeline to incorporate critical elements;and Review infrastructure funding mechanisms employed or under consideration by other states.The Legislature also requested a review of current state laws and the identification of potential changes to state law necessary to facilitate the development of advanced air mobility operations in the state.1 2 It examines federal programs and regulatory frameworks,discusses AAM efforts in other states and provides a high-level summary of implementation efforts in other countries.Through leadership foresight,from the Legislature to state agencies,Utah has positioned itself to embrace AAM.The state already has significant assets in place that could be utilized in early implementation of advanced air mobility.Through the guidance of the Division of Aeronautics,airports are already starting to prepare for vertiport design and electrification,and the Department of Transportation is a national innovation leader with its statewide fiber optics and Road Weather Information Systems.The technology exists and is available to augment Utahs in place infrastructure.Mechanisms to acquire the money needed to pay for the new technologies are already in place,and more funding is anticipated from the federal government.Most importantly,Utahs preparation allows the state the flexibility to start at a methodical,yet efficient,pace.Everything does not have to be in place on day one.The prudent approach is to follow a phased implementation plan that allows government and markets to grow one step at a time and adjust as appropriate to shifting market demands.Benefits and Limitations AAM presents clear and compelling economic and environmental benefits.Economic impact studies and industry operators project thousands of high paying jobs associated with vehicle manufacturing,maintenance and vertiport operations.3 In Utah,Zipline hires FAA certificated drone pilots out of high school to help the students pay for college.Since electric aircraft do not produce any carbon emissions,Utahns will be able to move people,goods,and services without adding to air quality concerns.AAM also faces limitations.Inaction by the state creates limitations on advanced air mobility companies to operate within our airspace collectively.Also,most municipalities do not include“drone package delivery”or“aerial taxi operations”as part of their“permitted use”list.1 SB122-https:/le.utah.gov/2022/bills/static/SB0122.html 2 SB218-https:/le.utah.gov/2021/bills/static/SB0218.html 3 Ohio-https:/uas.ohio.gov/initiatives/flyohio-initiative/ohio aam economic impact report 2|P a g e Current Assets The State of Utah has many existing infrastructure elements that are capable of future utilization for advanced air mobility operations,including current aviation infrastructure,under-utilized parking facilities,foundational electrical grid,robust communications network,and weather monitoring and reporting equipment.AirportsAirports Airports are prime locations for initial advanced air mobility operations as they are already built to support aerial operations.Local urban general aviation airports such as South Valley Regional in West Jordan,Skypark in Bountiful,and Spanish Fork Airport in Spanish Fork are potential locations for urban air mobility hubs.Local rural airports such as Logan,Richfield,Nephi,Vernal and Price can be especially viable as regional air mobility hubs or drone package delivery service centers.Under the leadership of the Division of Aeronautics,many of Utahs airports are already preparing for electrification and vertiports within their footprint.4 Parking LotsParking Lots The Wasatch Front Regional Council provided data5 on underutilized parking facilities.Initial off-airport vertical take-off and landing facilities,which are called vertiports,could potentially be introduced in under-utilized parking facilities simply by rearranging paint and lighting in large shopping center parking lots.Thus,communities without airports could participate and benefit from advanced air mobility.Electric GridElectric Grid Most first-generation advanced air mobility aircraft will be powered by electric motors.The existing electrical grid in Utah has over 9,000 megawatts(MW)of total generating stations,producing over 37,000 MWh per year.6 Utah has a shared grid system and there is some ability to draw additional power as demand increases.Electric substations may need upgrades as demand increases beyond the current capacity of these local facilities.Local substation capacity to support aircraft charging is a critical component for consideration of future vertiport placement.Communications NetworkCommunications Network The Utah communications network will play a critical role in the advancement of AAM as the FAA Remote Identification rule requires unmanned aircraft systems to broadcast and connect to operating systems either via wireless internet,radio frequency,Bluetooth,or cell tower signal for flights beyond visual line of sight.7 Utah has excellent fiber optic and cellular network coverage with two primary systems;(1)the UDOT fiber optic system8 and(2)the AT&T and Verizon cellular networks.9 4 Aeronautics-https:/udot.utah.gov/connect/employee-resources/uas/5 PDF-https:/wfrc.org/Studies/UtahParkingModernizationPhase1Report_WithAppendices.pdf 6 EIA.gov-https:/www.eia.gov/electricity/data/browser/#/topic/0?agg=1,0,2&fuel=g&geo=00000000000g&sec=vvs&linechart=ELEC.GEN.ALL-UT-99.A&columnchart=ELEC.GEN.ALL-UT-99.A&map=ELEC.GEN.ALL-UT-99.A&freq=A&ctype=linechart<ype=pin&rtype=s&maptype=0&rse=0&pin=7 FAA Remote ID-https:/www.faa.gov/uas/getting_started/remote_id 8 UDOT-https:/www.fhwa.dot.gov/utilities/pdf/hif22040.pdf 9 FCC Maps-https:/ 3|P a g e WeatherWeather Utah has made significant investments in Automated Surface Observation Systems and Road Weather Information Systems.The Road Weather Information System provides robust coverage across the state but will only identify surface observations.These stations could be augmented to measure cloud ceiling heights and visibility,which will be essential for advanced air mobility aircraft operations.10 Workforce DevelopmentWorkforce Development Advanced air mobility is an opportunity for high-paying job creation and the development of a diverse and specialized workforce able to operate and maintain the vehicles and infrastructure for this new transportation system.The Division of Aeronautics has partnered with universities and industry across the state to begin the development of curriculum and standards.Required Assets The successful implementation of advanced air mobility will require Utah to explore ways to build“hard”infrastructure and develop accompanying“soft”infrastructure.Hard Hard InfrastructureInfrastructure Several new infrastructure components will be required or current components augmented to accommodate AAM uses.For example,Utah will need to investigate establishing an unmanned traffic-management system and an aerial traffic operations center,as well as making improvements to cellular/internet broadcast receivers.Soft InfrastructureSoft Infrastructure Utah will also need to consider“soft”infrastructure components,such as personnel,man hours,and skill sets.For example,the state must develop aerial corridor planning,adapt land-use planning,and enact policies and processes to support AAM.In addition,extensive public outreach at the local levels is essential to the states success.Phased Implementation Timeline The proposed implementation plan11 has been divided into four segments based on current industry projections:Phase One:This phase is anticipated to span two to three years,and its primary component will be community outreach and public engagement.Initial infrastructure includes unmanned traffic management software and some weather equipment enhancements;Phase Two:This phase is anticipated to span three to five years,and its primary component will be expanded unmanned traffic management capacity and initial vertiport site development.Community outreach and public engagement should continue in a significant way;Phase Three:This phase is anticipated to span seven to 15 years,and its primary component will be comprehensive unmanned traffic management,including a fully operational Aerial Traffic Operations Center.Vertiport infrastructure and operations should reach commercially viable levels and daily commuting capacity;and 10 UDOT RWIS-https:/staging.udottraffic.utah.gov/RoadWeatherForecast.aspx 11 All implementation phases are original content.4|P a g e Phase Four:This phase is anticipated to span 15 to 30 years,and its primary component will be the development of a fully electric/hydrogen hybrid aviation and integrated ground transportation system to connect urban and rural communities across the state.Financing and Funding Municipalities wishing to finance vertiport infrastructure might consider utilizing a State Infrastructure Bank loan.Municipalities may also consider issuing general or revenue obligated bonds if they project collecting revenues from operating a vertiport within their jurisdiction.The state may also consider issuing bonds,appropriating general revenues,or utilizing green revolving funds.Federal financing is becoming available through the Infrastructure Investment and Jobs Act12 as well as the Advanced Aviation Infrastructure Modernization Act13 and more is expected through the FAA reauthorization process imminent in 2023.Several companies and governments are looking to Public Private Partnerships to implement initial infrastructure the upshot of this approach is that governments may need to invest relatively little to initiate the first steps of drone package delivery and vertiport construction.There are a variety of potential funding mechanisms including fees,sales taxes and excise taxes.Potential fees to consider include landing fees,airspace usage fees,parking fees,access fees,aircraft registration fees and permitting fees.Tax revenues to consider will be aircraft sales tax,taxes on electricity as aviation fuel,passenger facility charges and customer facility charges.Actions the Legislature Might Consider DefinitionsDefinitions The Legislature has previously taken action in Senate Bill 166(2022)to define“advanced air mobility system”and retain state preemption of local laws regarding advanced air mobility systems.The Legislature could consider defining related terms,such as“aerial transit corridor”,“vertiport”and“unmanned traffic management”.Regulating Advanced Air MobilityRegulating Advanced Air Mobility It is important to better define roles of government and three-dimensional property rights.The Legislature might consider several steps,including establishing avigation easements within the state,enacting formal processes for licensing vertiports and registering AAM aircraft,or creating an Advanced Air Mobility Program Office.Local Municipal ProcLocal Municipal Processesesses One major hurdle for advanced air mobility operators is the lack of local permitting and business licensing approvals.To more readily prepare for and embrace advanced air mobility across the state,the Legislature might consider requiring all municipalities to add“drone package delivery”and“aerial taxi operations”to approved conditional use permit lists,or enacting zoning language for take-off and landing sites,as well as“vertiport overlay zones.”12 IIJA Act-https:/www.congress.gov/bill/117th-congress/house-bill/3684/text 13 AAIM Act-https:/www.congress.gov/bill/117th-congress/house-bill/6270/text 5|P a g e Final Thoughts Advanced air mobility is an entirely new transportation system and presents new opportunities and challenges never before encountered by Departments of Transportation.However,national-scale solutions for the entirety of the system do not need to be resolved prior to Utah implementing the first steps and phases toward active operations.This report provides interim steps and a phased approach Utah can take to be pioneers in advanced air mobility.6|P a g e Chapter 1:Chapter 1:Benefits and LimitationsBenefits and Limitations Adoption of advanced air mobility(AAM)can serve as an important driver of equity improvements between urban and rural counties in the State of Utah.AAM can offer more general access and be more cost-effective than road vehicles and conventional aircraft.This will provide rural communities with the opportunity to connect with each other,to the metropolitan center and to global markets more readily.AAM can potentially support an increase in the quality of health for Utahns,as well.Utilizing zero emissions vehicles means cleaner air,but quicker ambulatory response times in rural communities and the ability to receive medical supplies through drone package delivery also contribute to quality of health.Shorter shipping times for all products can improve rural enterprises productivity and their contributions to their local economies as they can receive raw materials and export goods with greater efficiency.AAM could augment public transportation in some areas of the State by supporting first-and-last-mile trips.Although Utahs overall rural connectivity and access to intercity transportation is above the national average,according to the 2020 version of the Bureau of Transport Statistics Access to Intercity Transportation in Rural Areas,the area around Southeast Utah has little to no access to public transportation.There is no doubt that the AAM industry will have positive workforce development and economic impact benefits by creating high-paying job opportunities.Direct job creation will happen through AAM flight operations and support(including maintenance and ground crews).Additional jobs will be created to assist with vertiport management and clean-energy production facilities.AAM implementation can also provide transportation and quality-of-life improvements to and around Native American reservations especially in Utah,where the two largest reservations by area(Navajo Nation,and Uintah and Ouray(Ute)are located.AAMs entry as an emerging technology could be a valuable source of economic and social development for communities that are early adopters.This deployment,including the infrastructure,may need to be coordinated with Tribal leadership,including their transportation and planning leaders,as applicable.It is important to note that AAM may also create negative social consequences in the state and may face unforeseen risks.This is true with any emerging technology.Utahs leadership can counter this through an early and comprehensive outreach approach to communities,which can foster public acceptance,reduce risks and dispel negative perceptions.The Airport Cooperative Research Program(ACRP)Research Report 243 identified these as possible causes of community integration issues with AAM:Public safety concerns from aerial vehicle overflight of residential areas;Visual disturbances from increased sightings of aircraft overhead;Perceived privacy issues associated with aerial photography and potential surveillance;Environmental impacts on local or migrating biodiversity;Economic accessibility of advanced air mobility;Vertiport traffic overflying specific neighborhoods;and Potential for terrorist acts(hijacking,explosives,or cyberwarfare).AAM has the capacity to bring forward quality-of-life,equity and economic improvements.Community involvement is key in creating an AAM ecosystem that serves the people of Utah,fosters social 7|P a g e acceptance,and enables the successful implementation of a complete transportation network.AAM planning and design efforts must apply strategies to gain community acceptance.8|P a g e Chapter Chapter 2 2:Existing and Required Existing and Required Infrastructure Infrastructure AssetsAssets Multiple foundational elements in Utah may be utilized for AAM infrastructure,including current aviation infrastructure,parking facilities,an essential electrical grid for charging electric vehicles,a robust communications network and weather monitoring/reporting systems.Understandably,investments in new infrastructure will be needed to reach full operational capacity.Existing infrastructure may be leveraged to form a stronger business case for advanced air mobility markets.Geographic Information Systems(GIS)was used to provide geo-coded datasets of locations of current assets within the state.The business case starting point is a geospatially based analysis of the geo-coded datasets.The datasets include the sources of information necessary to perform demand and costing analysis and to aid in estimating capital and operating costs for AAM ground facilities and traffic management facilities.Using data on Utah consumers habits,demographic data and the necessary data on aviation infrastructure,policy makers and investors can identify high demand travel routes while simultaneously identifying existing infrastructure that can be used for advanced air mobility expansion.To determine potential passenger demand specifically tailored to Utah,10 factors were used:Airport origin and destination traffic;Mobility substitutes;Per capita GDP;Distances and congestion;CIMI human capital indicator;Population density;Livability;Fortune 1000 company presence;Business aviation activity;and Existing heliports.The demand analysis for AAM use cases estimates over 6.4 million travelers in the Salt Lake City region through 2045.The importance of geocoding accuracy stems from the need of every user,whether business or individual,to correctly identify a location that is important to a business process.In this case,identifying optimal locations of future vertiports and the infrastructure necessary to create the aerial corridors between them will be key to business case viability.Existing Aviation Infrastructure Airports can be prime locations to start AAM operations,primarily because they are built to support aerial operations.Utah has 46 public airports,of which eight host commercial flight operations,and 38 serve as general aviation airports.With the advent of electric aircraft,general aviation airports may now be commercially viable as regional air mobility and package delivery service hubs,given that 94%of Utah communities are within a 30-minute drive of an airport.In addition,37 existing heliports could also be candidates for AAM services.9|P a g e Local urban general aviation airports,such as South Valley Regional in West Jordan,Skypark in Bountiful,and Spanish Fork Airport in Spanish Fork,can be especially viable as urban air mobility hubs.Urban air mobility operations14 using short-range vertical take-off and landing vehicles could see their initial flights connect these urban general aviation airports.Local rural airports,such as Logan,Richfield,Nephi,Vernal and Price,would be especially viable as regional air mobility hubs or drone package delivery service centers.Regional air mobility operations15 using longer-range conventional take-off and landing electric aircraft could see their initial flights connect these rural airports and urban airports.Someone living in Richfield could reasonably expect to commute to an office in downtown Salt Lake City in about an hour.General aviation airports often have available and developable land adjacent to or on airport property.The east side of South Valley Regional Airport in West Jordan is a prime candidate for AAM facilities.The location on the east side of the airport also allows direct flight paths from West Jordan to downtown Salt Lake City,the major Intermountain Healthcare hospital in Murray,ski resorts in Big and Little Cottonwood canyons,and Silicon Slopes in Lehi and Orem.Someone in West Jordan ready to hit the slopes could reasonably expect to be at Snowbird in 9 minutes on an AAM flight,and they wouldnt have to worry about parking their car.Parking Facilities It is highly likely that AAM operations would be near population centers that support travel demands.Cities may have limited options for large vertiport real estate,but existing underutilized areas,such as parking facilities,may be an untapped resource for vertiport development.In some United States cities,parking lots cover more than a third of the land area.16 As cities continue to grow at a steady rate,new integration techniques will be required to meet the demand with limited space.The Wasatch Front Regional Councils Utah Parking Modernization Initiative Phase 1 Report found that parking occupancy was generally low for retail land uses,where only 30%of the parking was being used at peak hours for the cities studied.17 Downtown Ogden had an overall parking occupancy of 51%.With the availability of space in these locations,parking lots can become ideal sites to build drone package delivery hubs and vertiports to assist with transporting people close to where they want to travel.A vertiport with a single landing/take-off pad might displace a space as small as twelve parking spaces and the feeder lane between them.Additionally,integrating AAM into other multimodal options through“Park&Fly”solutions can further increase transportation efficiency.Furthermore,the implementation of connected and automated vehicles in the future will affect parking lots and parking garage utilization.Increased use of autonomous 14 In this case,uban air mobility operations are defined as trips within the major Salt Lake City metropolitan area.15 In this case,regional air mobility operations are defined as trips connecting rural communities with each other and with the Salt Lake City metropolitan area.16 Rethinking a Lot:The Design and Culture of Parking.Eran Ben-Joseph https:/doi.org/10.2747/0272-3638.33.6.915 17 Utah Parking Modernization Initiative Phase 1 Report https:/wfrc.org/Studies/UtahParkingModernizationPhase1Report_WithAppendices.pdf 10|P a g e cars and a downward trend of parking facilities could favorably bolster the case for both surface and parking garage rooftop vertiports.This adapted usage,like many current parking facilities,will need charging stations for surface and air vehicles.Electrical Grid and Power Generation Cleaner transportation is an important element of AAM operations.Electric motors and batteries will be a primary source of propulsion for many first-generation AAM aircraft.The existing electrical grid in Utah has over 9,000 megawatts(MW)of total generating stations,producing over 37,000 MWh per year.18 Utahs electrical grid has been getting cleaner,with solar and wind power increasing up to 10%of production,while coal has slipped from 75%to 61%in the past few years.Aviation fuel prices in Utah are,on average,higher than in the majority of other states.However,average prices for electricity in Utah are quite a bit lower than the national average,and average costs to consumers were 8.27 cents per kilowatt-hours(kWh).Utah continues to innovate with alternative fuels and will experience continued changes to the electrical system,including the impact of hydrogen production and usage for electricity production.Due to Utah being a shared-grid system,there is some ability to draw additional power from other places as demand increases.However,augmentation may be needed at the substation level because substations will likely need upgrades as electrical demand increases beyond the current capacity of these facilities.This can be a critical component for consideration of vertiport placement to ensure that the infrastructure can support the charging of vehicles and adjacent infrastructure.Additionally,collaboration with other electric vehicle(EV)efforts may be complementary to lower construction costs and minimize impacts to residents.Finally,innovative approaches focused on energy resilience,such as on-airport generation and micro-grids,could address the growing electricity demand especially at smaller airports serving rural areas.Utah Communications Network(Fiber Optic,Cellular)Reliable high-speed communications will be critical to monitor AAM aircraft operations and facilitate two-way communications.The FAAs Remote ID rule stipulates that aircraft must broadcast their identity,position,speed,altitude and safety messages(and disseminate real-time weather reporting,if possible).The ability to receive that broadcast will be necessary.Utah has excellent fiber optic and cellular network coverage in key locations prime for AAMs beginning phases.A dual complementary network also ensures redundancy and addresses risk mitigation issues in case of connectivity loss.The density of fiber optic lines across the state allows these networks to assist in connecting key infrastructure elements and diversify locations for the installation of AAM monitoring equipment,including radar,LiDAR and weather reporting systems.As operations expand and additional sites are added for regional air mobility operations,further development of the fiber optic network in the more rural areas of the state may be necessary.18 Utah Annual Electric Power Industry Report,Energy Information Administration.https:/www.eia.gov/11|P a g e One of only two 5G testbed sites nationally is already up and running in Salt Lake City the other is in New York City.The Salt Lake City testbed is sponsored by the National Science Foundations Platforms for Advanced Wireless Research through the POWDER project at the University of Utah.5G Alliance Utah is a public-private partnership of wireless network providers,government organizations and offices,universities,industry associations,capital sources,and individual enthusiasts and experts working together to ensure that Utah remains on the technological leading edge.19 These communications networks will also help report real-time micro-regional and low-altitude weather conditions.Weather Monitoring and Reporting Systems The State of Utah has made significant investments in Automated Surface Observation Systems(ASOS)and Road Weather Information Systems(RWIS)to improve transportation safety on the ground and in the air.To support future AAM operations,continued investments in weather infrastructure will significantly increase knowledge of micro-weather at the surface and in key air corridors.The RWIS is robust for coverage across the state but identifies only surface observations.To provide the necessary weather data,these stations could be augmented to measure cloud ceiling heights and visibility,which are essential data for AAM operations.Hot desert temperatures,icing,low cloud layers,inversion and wind shear directly affect flight operations and passenger comfort.Due to the low usage of helicopters safe operations have been sufficiently supported through current weather information collection methods.As regulations for Beyond-Visual-Line-of-Sight(BVLOS)operations for UAS evolve and the operations themselves become more common,the risk of an unmanned aircraft flying into undetected weather hazards increases the probability of mid-air incidents or loss of aircraft control.This risk will drive more conservative decisions without greater weather and wind certainty in the airspace.Today,30%of manned aviation flights that are delayed or canceled due to weather could have flown with better weather reporting systems.20 The uncertainty in weather conditions causes groundings until it is certain that no undetectable hazards exist.The current aviation system depends on crewed aircraft taking off and landing in well-instrumented airspace cylinders near airports.Airports have wind shear alert systems,terminal Doppler weather radar and Automated Weather Observation Systems(AWOS)to measure conditions within the aerodrome to keep crewed takeoffs and landings safe until they can get above the weather to safely fly routes.Workforce Development Efforts AAM presents an excellent opportunity to create good-paying jobs,and it calls for the development of a diverse and specialized workforce that can operate and maintain the AAM transportation system.Over the next decade,advanced vertical flight alone might need 10,000 engineers across the United States.21 19 5G Alliance Utah-https:/5gallianceutah.org/f/5g-wireless-testbed-operating-in-utah?blogcategory=5G Testbed 20 TruWeather Solutions US Air Force Study-https:/ McLean,D.2022 Vertical Flight Workforce Report:Diversity,Equity&Inclusion is Vital,Vertical Flight Society,October 2022,p.5 12|P a g e Extensive workforce development efforts are underway in Utah,including:Utah Rotor Pathway Program(URPP)serves as a first-in-the-nation model for education and training programs preparing high school students for STEM careers in rotary-wing aviation.The program provides students with an avenue to earn college credits and learn skills specific to rotary-wing aviation while participating in technical classes and hands-on learning experiences at the secondary-school level.The program connects rotorcraft industry professionals with high schools,flight schools and universities to offer benefits such as mentoring,internships and job interviews upon students completion of their rotary-wing aviation programs.Utah Valley University is integrating AAM operational requirements and concepts into its curriculum through individual learning modules within courses.Courses include AVSC 1120 Basic Aircraft Systems,AVSC 4500 Aerospace Aftermarket Support Services,AVSC 4550 Aerospace Vehicle Certification,Reliability and Maintainability Systems,AVSC 4950 Aerospace Technology Management Capstone Project,and AVSC 475R Research Topics in Urban Air Mobility&Autonomous UAS.Jordan Academy for Technology and Careers developed a curriculum for training the next generation of UAS pilots to help them prepare for FAA written exams to obtain their licenses.Davis County School District has also developed UAS curriculum for their classes.The Utah Division of Aeronautics is actively providing educational grants to schools and institutions for developing aviation programs.Utah is in a good position to be able to initiate the first steps of AAM with its current infrastructure assets.Airport planning,parking lot usage data,the high-speed fiber optic and cellular network and the weather reporting systems will need some augmenting or adjusting,but those assets are already in place.Those assets do not exist in other states and will need to be designed and built.It will be far more expensive and prohibitive to build new systems than to augment infrastructure that is already in place.This puts Utah in a desirable position for early implementation.Required Infrastructure To properly outline the infrastructure required to make AAM a reality,it is beneficial to start with a good understanding of the vehicles and use cases utilizing the infrastructure.Types of AircraftTypes of Aircraft As shown in Figure 1,AAM aircraft can be divided between three main categories based on their capabilities:VTOL vertical takeoff and landing;STOL short takeoff and landing;and CTOL conventional takeoff and landing.13|P a g e Figure 1:Advanced Air Mobility Aircraft Although passenger carrying air taxis are the primary market target,secondary markets include package delivery drones,heavy freight drones,small electric training and commuter aircraft,and larger hybrid electric passenger and cargo aircraft.In Utah,a good example of the difference in these aircraft is the Zipline and the DroneUp aircraft.Both are used for package delivery,but Zipline is a STOL drone and DroneUp is a VTOL drone.As these aircraft evolve,the potential use cases for these aircraft are also evolving.Use Use CasesCases Three initial use cases were clearly identified for Utah:1.Cargo Logistics:Cargo drones can support and/or replace local trucks and regional manned aircraft for the bulk transport of freight and mail between cities.Small UAS can then be used for last-mile parcel delivery.Zipline and DroneUp are doing this in Utah today.2.Passenger transport:Passenger carrying aircraft include:a.Fleet service,which is scheduled service by electric regional commuter aircraft and intercity on-demand vertical airlift services,and b.Personal aircraft for individual owner operators.3.Emergency medical support:The speed at which small UAS can operate with respect to ground vehicles can make a life-saving difference when transporting blood,organs and other medical supplies between hospitals and other medical facilities across the state.Electric vertical takeoff and landing aircraft are also good candidates for getting an emergency responder to an incident scene in rural areas more quickly than a conventional ambulance.The majority of these aircraft and their associated use cases will require airspace management.This entails the development of aerial corridors and lane-based scheduling.Aerial CorridorsAerial Corridors Aerial corridors can be thought of as“highways in the sky”,playing a similar role to airways for traditional aircraft routes.AAM corridors are predetermined blocks of airspace located in the lower 14|P a g e altitudes.These corridors allow lower altitude aircraft traffic to maneuver in a more orderly,efficient and secure manner.Determining corridor pathways for AAM operations will require coordination with FAA air traffic control(ATC).Air traffic controllers are focused on airline operations at major airports.Corridor coordination should alleviate them of the burden of additional AAM operations.AAM corridors also offer an additional layer of safety for both conventional and advanced air mobility aircraft while enabling high frequency operations in the lower airspace.AAM corridors are expected to require more complex air traffic management tools than todays conventional aircraft routes.AAM corridors will feature specific urban air traffic management(UATM)rules in combination with equipment and/or performance requirements to enable communication and coordination between aerial vehicles and a central control hub.In the Government Accountability Office(GAO)Report 22-105020:Transforming Aviation:Stakeholders Identified Issues to Address for Advanced Air Mobility,22 an advanced air mobility corridor is described as“a defined geographic area within FAAs controlled airspace where advanced air mobility services could operate without the need for traditional air traffic control services and would instead rely on a set of technologies for advanced air mobility aircraft that would allow the aircraft to navigate and maintain appropriate separation from one another.”Furthermore,in the 2020 FAA Urban Air Mobility Concept of Operations,an urban air mobility corridor is described as“an airspace volume defining a three-dimensional route segment with performance requirements to operate within or cross where tactical Air Traffic Control separation services are not provided.”Per the Concept of Operations,an urban air mobility corridor is a performance-based airspace of defined dimensions in which aircraft abide by urban air mobility specific rules,procedures and performance requirements.While AAM corridors can be thought of as“highways in the sky,”aerial transit corridors could be considered“interstates in the sky.”23 Unmanned Traffic ManagementUnmanned Traffic Management Much like FAAs air traffic control,unmanned traffic management(UTM)will support operations for UAS operating in low altitude airspace.Unmanned traffic management utilizes the industrys ability to supply services under FAAs regulatory authority where these services do not currently exist.It is a community-based,cooperative traffic management system,where the operators and entities providing operations support services are responsible for the coordination,execution and management of operations,with the FAA establishing the rules of the road.Unmanned traffic management is predicated on layers of information sharing and data exchange from operator to operator,vehicle to vehicle,and operator to an aerial traffic operations center.Operators share their flight intent with the central aerial traffic operations center and with each other to de-conflict and separate trajectories.The primary means of communication and coordination between operators,the aerial traffic operations center and other stakeholders is through a distributed information network not between pilots and air traffic controllers via voice.22 GAO-https:/www.gao.gov/products/gao-22-105020 23 A comprehensive discussion of aerial transit corridors can be found in the full Utah Advanced Air Mobility report.15|P a g e In 2018,the FAAs NextGen Office released an initial overarching Concept of Operations for Unmanned Aircraft Systems Traffic Management that presented a vision and described the associated operational and technical requirements for developing a supporting architecture and operating within an unmanned traffic management ecosystem.This federated set of services enables cooperative management of operations between UAS operators and is facilitated by third-party support providers through networked information exchanges.UTM,through an innovative and competitive open market of service suppliers,is designed to support the demand and expectations for a broad spectrum of operations with ever-increasing complexity and risk.The services provided are interoperable to allow the UTM ecosystem to scale to best meet the needs of the UAS Operator community.The FAA updated this Concept of Operations(ConOps)to document the continued maturation of unmanned traffic management and to share the vision with government and industry stakeholders.Unmanned traffic management Concept of Operations V2.0 continues to focus on operations below 400 feet above ground level(AGL),but also addresses increasingly more complex operations within and across both uncontrolled(Class G)and controlled(Classes B,C,D,E)airspace environments.V2.0 updates and expands the set of operational scenarios,describing more complex operations in denser airspace,including beyond visual line of sight(BVLOS)operations in controlled airspace.V2.0 includes updated descriptions of/approaches to several unmanned traffic management components,including UAS Volume Reservations,24 performance authorizations,data archiving and access,USS service categories,UTM/ATM contingency notification and security aspects associated with automated operations.V2.0 also introduces new topics,including Airspace Authorization for flight beyond visual line of sight within controlled airspace,UTM architecture support to remote identification of UAS Operators and standards development efforts,with industry as an integral part of enabling UTM operations.FAA UTM ConOps documents do not prescribe solutions or specific implementation methods,unless for purposes of providing examples.Rather,these documents describe the essential conceptual and operational elements associated with UTM operations that will serve to inform development of solutions across the many actors and stakeholders involved in implementing UTM.They also support a spiral implementation approachmaturing the concept through analysis of more complex airspace environments,tested and validated by field demonstrationsincluding National Aeronautics and Space Administration(NASA)Technology Capability Level(TCL),FAA UTM Pilot Program(UPP),and UAS Integration Pilot Program(IPP)demonstrations.Future versions will continue to be developed as needed to reflect the progress of research and continued concept maturation resulting from collaboration with the FAA,NASA,and industry partners.The unmanned traffic management systems operate through the previously mentioned aerial traffic operations center.Aerial Traffic Operations CenterAerial Traffic Operations Center An Aerial Traffic Operations Center(ATOC)will be a central facility to house personnel and system monitoring software that would be complementary to the FAAs Air Traffic Management System.A fully functioning unmanned traffic management system would not require human operators to continuously 24 UAS Volume Reservations were previously referred to as Dynamic restrictions.16|P a g e monitor every vehicle but would use innovative software solutions.The personnel would use data to make strategic decisions regarding airspace access,airspace density thresholds,weather reporting,safety messages(e.g.,TFRs,Automated NOTAMS),performance requirements,emergency services coordination and overall systems monitoring(i.e.,monitor health,redundancy checks,fault detection,failure mitigation)for low altitude airspace operations.Detect and Avoid CensorsDetect and Avoid Censors Aircraft Monitoring and Tracking Systems will be necessary to mitigate risk and safely manage aircraft in the National Airspace System(NAS)as operations scale.Multiple monitoring solutions exist and continue to evolve,including ground and air-based solutions.Solutions are primarily categorized into two categories:active or passive configurations.Active sensors(e.g.,Radar,LiDAR)can be both ground-and air-based and function well in day or night operations because they arent dependent on lighting conditions.Active sensors can use time-of-flight information to provide accurate distance measurements to obstacles,which is extremely useful for rapid collision detection.However,they tend to be larger,heavier and require more power,making them unsuitable for integration into smaller,more SWaP(size,weight,and power)-limited drones.Ground based radar can be a viable solution where infrastructure exists to support network and power requirements but have limited range and need multiple sensors to provide coverage over an area.LiDAR based solutions are being used in a variety of applications from 3D vision for robots to Connected Automated vehicles.These solutions have applications for aircraft LiDAR mixed with advanced analytics to provide the ability to detect and identify objects and movement patterns.This would help to detect birds or other aircraft.Passive Sensors(e.g.,Optical,Acoustic)are a cost-effective solution but are limited in their operations in limited visibility or high noise environments.Passive sensors such as EO/IR(electro-optical/infrared)sensors are typically smaller,lighter and consume less power,and they can offer a very fast scan rate and high resolution.However,due to the lack of reflected signal measurement and time-of-flight data,their estimation of obstacle distances is less accurate.Weather conditions may also affect their performance.Sense and Avoid or Detect and AvoidSense and Avoid or Detect and Avoid Detect and avoid technologies allow unmanned aerial vehicles(UAVs)and drones to integrate safely into civilian airspace,avoiding collisions with other aircraft,buildings,power lines,birds and other obstacles.Unmanned aerial vehicles sense and avoid systems may combine data from several sensors,using sensor fusion algorithms,image recognition and artificial intelligence to provide the best outcome.A combination of ground and air based active and passive sensors may prove the most beneficial as a mixed approach will be needed for operations in different environments.Radar may prove cost prohibitive for the entire State yet could be supplemented by other sensors or on-aircraft solutions.Weather Reporting SystemsWeather Reporting Systems Operations in urban areas will pose unique challenges,especially for smaller aircraft,such as package delivery UAS,that may operate near ground and/or building level.Wind tunnel effect a situation where wind traversing the space between two buildings abruptly gains speed and becomes turbulent is a possibility in downtown Salt Lake City.A likely location where this can occur is near Main and State 17|P a g e Streets,where most of the States high-rise buildings are located.A system of micro-weather monitoring stations can be installed to provide UAS operators with additional situational awareness when flying near urban centers.A common issue with most built-up areas,irrespective of building height,is the creation of urban heat islands.Natural land cover can either use heat as energy or reflect it,but built-up areas tend to absorb this heat,warming the area around them.Urban areas are also more likely to exhibit temperature inversion phenomena,where air temperature increases not decreases as altitude increases.This phenomenon,aside from trapping pollutants at ground level,also creates a mass of unstable,turbulent air that can cause safety and comfort issues for low-altitude operations in urban locations.Fog conditions during the winter season may necessitate an increase of separation between advanced air mobility aircraft due to decreased visibility.When conducting operations between Utahs two major urban areas(the Wasatch Front and St.George)and the mostly rural eastern half of the state,crossing mountain ranges may be a common occurrence.Operations near high terrain will encounter turbulence due to the uneven and sharp variations in topography,which gives rise to both anabatic(daytime updraft)and katabatic(nighttime downdraft)winds.Narrow valleys in the eastern half of the state can also affect operations because of their increased propensity for fog and downdrafts.AAM operations should be conducted with additional terrain clearance in this area,lowering the range of suitable operating altitudes.Wind measuring issues can be resolved with augmented Road Weather Information Systems.It is not uncommon for 50%to 200%wind speed errors at 200 feet to 400 feet above ground compared to weather model estimates.Errors of this magnitude cause significant uncertainty to operators flying battery-powered vehicles,affecting operations efficiency,travel time and distance.The uncertainty is a concern to drone delivery companies seeking to build a highly precise delivery service to meet 30-minute client delivery expectations The uncertainty of eVTOLs flying into vertiports in built-up areas is also a concern due to building-induced wind tunnels and wind shear not detectable today.It will be necessary to install a diverse set of wind sensors to collect wind data above the ground ubiquitously.A possible example is Scanning Wind Lidar a device that“sees”particulates like dust in the sky,and using Doppler technology,can provide a 3D picture of winds that covers a 20 kilometer to 30-kilometer area coverage,to 6,000 feet AGL at 75-meter grid space resolution.Wind measuring equipment,like electric aircraft will need power to operate continuously.Electric Capacity and Power GenerationElectric Capacity and Power Generation Although most of the infrastructure already exists,additional facilities are needed before beginning AAM operations in this phased approach.AAM vehicles would likely function with electrical propulsion,so the states airports and heliports will need to offer recharging facilities to support advanced air mobility.Providing the necessary power supply to support electric aircraft operations can be addressed by connecting these chargers to utility power grids,or through on-airport power generation,according to Airport Cooperative Research Program Research Report 236 and the National Renewable Energy Laboratorys(NREL)Electrification of Aircraft:Challenges,Barriers,and Potential Impacts.18|P a g e On-airport generation requires additional capital investment,but it can help solve part or all the growing electricity needs of airports transitioning systems and equipment to electricity25,especially in rural and remote communities.This would also bring additional value to airports as local assets that can be leveraged for the benefit of the local communities.For example,ACRP Research Report 236 suggests that on-airport generation can provide power resilience to the communities they serve when broader grids are deficient.To minimize the greenhouse gas emissions and air quality impact of AAM operations and supply chains,the electrical energy generated should arise from net-zero energy sources.AAM vehicles may also be powered by hydrogen fuel cells.The Intermountain Power Agency has announced that it will replace its coal-fired power plant in Delta,Utah,with a hybrid natural gas-green hydrogen facility26.This new facility is part of the Western Inter-States Hydrogen Hub,a regional initiative for green hydrogen generation that also comprises the states of New Mexico,Colorado and Wyoming.Utah will be able to construct this facility,in part,with federal assistance,as the 2021 Bipartisan Infrastructure Law allocates$8 billion for funding four or more of these hubs.Utah could look at this facility as a primary fuel producer for hydrogen-powered mobility.These required assets dont all have to be in place on day one.Building these out in a coordinated effort with industry partners is an effective way to mirror market demand trends.Using currently projected timelines we can deduce a natural phased approach.25 This trend,that is not aviation-specific,is also known as the“Electrification of Everything”(EoE).26 Green hydrogen implies production of hydrogen gas through non-polluting processes,such as the electrolysis of water with zero-carbon electricity.The hydrogen share of energy production is projected to rise steadily over the coming decades to 100%by 2045.Source:Metz,Sam.Can green hydrogen save a coal town and slow climate change?The Associated Press,July 20,2022.19|P a g e Chapter Chapter 3 3:Phased Implementation TimelinePhased Implementation Timeline Implementation phases have been broken into four sections,as shown in Figure 2,to create a realistic timeline based on current industry projections.Phase One would start the preparations,planning and infrastructure development to meet current demand in the Salt Lake City Metropolitan area.Phase Two would expand infrastructure capacity and see the creation of initial vertiport infrastructure along with an expansion of infrastructure capacity for traffic monitoring/advisories.Phase Three consists of expanding services over the entire Wasatch front,including Brigham City to Payson.Phase Four would be the final phase for statewide implementation and would focus on connecting urban and rural communities through regional air mobility to begin a seamless efficient multimodal transportation system.Figure 2:Advanced Air Mobility Phased Implementation Phase One Phase one is expected to take two to three years for full implementation,which includes primary steps to meet the current demand and create a foundation for future phases to evolve and to facilitate an organized statewide implementation.In partnership with Intermountain Healthcare,Zipline has built a UAS/drone package delivery facility in the Salt Lake Valley and has started providing medical deliveries to residents.Ziplines initial operations encompass a 2 nautical mile initial operation area surrounding its facility,with plans to expand to a 26 nautical mile operating area.DroneUp,in partnership with Walmart,plans to begin package deliveries to homes in the near future.Initial operations are planned to operate within 1 nautical mile of selected Walmart locations,with plans to extend to a 10 nautical mile range from multiple locations in future phases.Similar services are sure to follow in the near future as additional companies obtain certifications from the FAA or expand their current operations.Considerations to meet the current demand and plan for future operations for Phase One include community engagement,unmanned traffic monitoring,and weather reporting.20|P a g e Community EngagementCommunity Engagement Comprehensive public engagement early in the process is essential to help communities understand what AAM is and what it is not.Many misconceptions surround AAM,such as classifying it as“the Jetsons”or“flying cars.”Such misconceptions cast AAM as an overwhelming topic or a thing that is exclusive to some communities.Community engagement will be critical to support community buy-in to the definition of AAM as the next generation of aviation,integrated into a holistic,multimodal transportation system of the future.Giving the public the opportunity to engage in the process will foster collaborative relationships as advanced air mobility grows,help mitigate problems early on and allow for operations to grow dynamically.Community engagement will require significant investment,planning and coordination across a coalition of stakeholders.Education and engagement strategies should include meaningful discussions with stakeholders to gauge demand,interest and concerns.Stakeholders may include local communities,local and metropolitan planners,the aviation industry,public transit,residents,businesses,disadvantaged communities,manufacturers and suppliers,among others.Initial community outreach efforts may range in cost from$500,000 to$1 million,depending on internal resources,contracted third-party consultants,or a hybrid approach.Unmanned Traffic MonitoringUnmanned Traffic Monitoring As operations increase in frequency,UTM will be essential to provide de-confliction and monitoring for operations.Due to the limited operations expected in Phase One,early stages of UTM may be accomplished solely with traffic monitoring integration software monitored by staff at the Division of Aeronautics.The software is an essential initial investment that would scale in further phases toward building a full monitoring system that includes active and passive sensors,capacity management,tracking and monitoring,and interfacing with the FAA systems.Estimates of initial costs for a UTM platform include:Annual UTM license$150,000/year;One time integration fee$50,000;and Surveillance Fusion:$75,000/year.Weather ReportingWeather Reporting Advanced air mobility and unmanned aerial systems flying beyond visual line of sight will generally fly in a low altitude below 5,000 feet AGL.Ensuring safe,sustainable,cost-effective and accessible UAS and AAM operations require accurate weather data and a diverse system of local micro-weather monitoring stations.Without new weather infrastructure investments,a lack of weather data below 5,000 feet will ground aircraft 30%to 40%of the time during marginal weather conditions when they could have flown.As shown in Figure 3,Utah can leverage the existing,surface-based RWIS weather infrastructure by augmenting capabilities to measure cloud ceiling heights and visibility,which are critical to meeting FAA weather standards.Enhancing existing RWIS with cloud measurement devices and visibility sensors will close gaps in measurement coverage between ASOS located at airports.Ground-based weather stations are required to provide a complete suite of aviation weather data in gaps between ASOS and RWIS locations.21|P a g e Figure 3:Phase One Upgrades to Existing Weather Reporting Infrastructure Private Investment and DevelopmentPrivate Investment and Development Private companies have begun infrastructure and staffing for current operations.During Phase One,the following are actual and projected quantities of private investment and development costs:Medical Delivery Air Cargo Hub$1 million;Medical Air Cargo Delivery Payroll$600,000;Air Cargo Goods Delivery(three hubs,$500,000 each)$1.5 million;and Air Cargo Payroll$500,000.Phase Two Phase Two would build on the work completed in Phase One to provide the infrastructure to support passenger air mobility,emergency services and expansion of air cargo deliveries from Ogden to Provo.Phase Two anticipates the first operations of aerial taxis at vertiports and would further develop supporting infrastructure to support aerial transit corridor monitoring.The timeline for Phase Two is expected to span between three and five years.Phase Two elements include expanding infrastructure,such as detect and avoid and sense and avoid hardware,for traffic management/advisories and increased development of weather reporting to support increased operations.Community EngagementCommunity Engagement Continued community engagement will be necessary as operations grow and AAM services are available for more residents.A minimum of$500,000 is recommended for stakeholder outreach to facilitate 22|P a g e comprehensive stakeholder and community engagement efforts.This estimate may need to be adjusted depending on the source of funds and scope of work determined by a communications firm.Unmanned Traffic Management CensorsUnmanned Traffic Management Censors Multiple aircraft would be competing for airspace at this stage,which would require a robust monitoring solution.Remote ID is one solution for aircraft in compliance with FAA rules but would not account for nefarious actors or hobbyists not in compliance with FAA regulations for remote identification devices on small UAS.Monitoring all aircraft in the airspace may require supplemental sensors in the form of active and passive sensors.Active sensors would include radar or LiDAR;passive sensors would include acoustic,radio frequency receivers,or visual sensors.For this reports purposes,radar was selected for cost estimates.A Fortem TrueView R40 radar panel was selected for review due to its use at other test sites and to Fortem being a Utah-based company.The Fortem TrueView R40 radar panel will detect and track small single engine aircraft such as ultralights or Cessnas at a distance of at least five nautical miles,and small UAS such as DJI Phantom 4 at a distance of at least two nautical miles.The Fortem TrueView R40 radar is a small,distributed radar system that has all the processing at the edge for the aggregated system to track and classify tens of thousands of flying objects simultaneously.Conversely,one long-range radar has limited central processing capability.The TrueView R40 makes use of multiple networked and intelligent small,distributed radar panels to provide superior coverage,accuracy,tracking and timely decision-making for low flying aircraft near ground obstacles or terrain,as opposed to single,large long-range radars.A distributed network is also able to track and analyze far more flying objects due to the distributed processing provided by each radar panel.Four radar panels on a pole create a hemispherical dome of protection from the ground to 10,000 MSL,with a radius as noted.Current software allows each panel to track at least 500 flying objects,and the software aggregates tracks of flying objects as they pass from the field of view of one panel to the other throughout the entire network.The Fortem TrueView single unit list price in September of 2022 is$78,500.Annual support and upgrade costs average around 20%per radar panel or$15,700.Prices may be negotiated for volume and long-term purchase and maintenance contracts.Aerial Traffic Operations Center(ATOC)Aerial Traffic Operations Center(ATOC)As infrastructure is built to support advanced air mobility operations,a central location to monitor and integrate sensors will be necessary.An aerial traffic operations center can serve to apply UTM policies and enforce rules as necessary.As Utah looks toward a lane-based approach for unmanned traffic management,most operations can be automated.However,monitoring will be required due to inevitable unexpected events.For initial operations,existing infrastructure in the Division of Aeronautics building may be sufficient,but additional staff and hardware may be required.The estimated costs for an aerial traffic operations center include:Two part-time staff members(salary and benefits at$60,000 each)$120,000;Hardware(computers,monitors,software)$230,000;Facilities Modification$50,000;and System Redundancy and Monitoring Software$100,000.23|P a g e Unmanned Traffic Management SoftwareUnmanned Traffic Management Software The software costs for UTM are projected to be the same as for Phase One:Annual UTM license$150,000/year;and Surveillance Fusion$75,000/year.Weather Weather Reporting and Monitoring ServicesReporting and Monitoring Services As shown in Figure 4,Phase Two expenditures would further expand the infrastructure developed in Phase One to include the density needed to support operations from Ogden to Provo.Figure 4:Phase Two Upgrades to Existing Weather Reporting Infrastructure Private Investment and DevelopmentPrivate Investment and Development Significant private development is projected for Phase Two as demand grows from the certification of aircraft,relocation of business to Utah and public engagement efforts.NEXA Advisors forecast that within Salt Lake City proper,not counting the adjacent cities,eight vertiports can be potentially developed within the city limits to support demand.As a conservative approach for Phase Two,we assumed the creation of a vertihub,two vertiports and a vertipad to support operations in the Salt Lake Valley,Ogden and Provo.Estimated infrastructure development costs for vertiport infrastructure as referenced from Airport Cooperative Research Program report 243 are shown in Figure 5.24|P a g e Figure 5:Estimated Infrastructure Development Costs for Vertiport Infrastructure Referencing the above information,the following costs can be derived for infrastructure investment:Vertihub$28.1 million;Two(2)Vertiports($12.1 million each)$24.2 million;and Vertipad$1.2 million.The private industry forecast of$53.5 million is a conservative estimate and accounts only for the investment costs associated with vertiport development.Additional investment in drone package delivery expansion,and maintenance and operations can also be expected,but is not presented in the economic forecast.Phase Three Aviation and Transportation Plan DevelopmentAviation and Transportation Plan Development AAM should be included in the long-range transportation planning efforts of state and local governments at this stage.A clear network and authority will also need to be established for aerial traffic management and advisory communications with autonomous aircraft systems.Full plan development for aviation and transportation plans can exceed$1 million;however,minimal edits to existing plans to incorporate AAM elements may average$500,000 if full redevelopment is not possible.C Community Engagementommunity Engagement Continued community engagement will be necessary as operations grow and AAM are available for more residents.To facilitate continued engagement efforts,$500,000 is recommended unless otherwise defined in a scope of work or funding sources.25|P a g e E Expansion of Traffic Managementxpansion of Traffic Management It is anticipated that operations will grow extensively in the airspace during this phase to accommodate further adoption of e-commerce and air cargo delivery operations based on the demands of residents and businesses.AAM and air cargo will be a more commonplace and expected option for expedited delivery.Effective monitoring of the airspace will require additional equipment to monitor the expanses of the Wasatch Front,instead of only corridor-based monitoring.U Unmanned Traffic Management Softwarenmanned Traffic Management Software The software costs for UTM are projected to be similar to Phase Two:Annual UTM license$150,000/year;and Surveillance Fusion$75,000/year.Detect and Avoid and Sense and Avoid EquipmentDetect and Avoid and Sense and Avoid Equipment The Wasatch Front is approximately 110 nautical miles long.To provide a manned aviation tracking zone of approximately 40 nautical miles wide(i.e.,four sets of four radar panels on poles to provide the width),would require 52 poles with 4 radars each,or a total of 208 radars($16.6 million).To provide a similar corridor for tracking small UAS,would require 10 sets of four radar panels to provide the width,multiplied by 34 in length,or a total of 1360 radars($106 million).Cost to track manned aviation:$16,642,000;o Support:$3,328,400/year Cost to track sUAS aviation:$106,760,000;o Support:$21,352,000/year.26|P a g e Weather Reporting EquipmentWeather Reporting Equipment As shown in Figure 6,Phase Three costs would further expand the infrastructure developed in Phases One and Two to include the density needed to support operations for the Wasatch Front.Figure 6:Phase Three Upgrades to Existing Weather Reporting Infrastructure Aerial Traffic Operations CenterAerial Traffic Operations Center Phase Three projected expenditures and support for the Aerial Traffic Operations Center:Four full-time staff members(salary and benefits at$90,000 each)$360,000;Additional hardware and upgrades$30,000;and System Redundancy and Monitoring Software$100,000.P Private Investment and Developmentrivate Investment and Development Expectations of continued growth in private development are expected during Phase Three as demand grows across use cases.As a conservative approach for Phase Three,we assumed the creation of eight additional vertiports to support demand across the Wasatch Front as forecast by NEXA Advisors.Referencing the previous graphic,the following costs can be derived for infrastructure investment:Eight Vertiports($12.1 million each)$96.8 million.The private industry forecast of$96.8 million is a conservative estimate and accounts only for the investment costs associated with vertiport development.Additional investment in drone package delivery expansion,and maintenance and operations can also be expected,but is not presented in the economic forecast.27|P a g e Phase Four AAM operations expand in Phase Four to connect multiple communities across the state and evolve beyond the“hub and spoke”model with the Wasatch front as the central point.S Statewide Connectionstatewide Connections Phase Four is anticipated to span 15 years to 30 years.Operations will expand statewide during this period to facilitate efficient transportation options and connect urban and rural communities.The use cases discussed previously will be fully functional across the state.Electric conventional aircraft will service airports between the larger population density markets.eVTOL aircraft will also provide commuter service within multiple communities.Additional electricity infrastructure in rural communities will allow recharging for aircraft and increase these communities resiliency for energy and sustainability.Efficiencies between multimodal transportation networks will likely evolve collaboratively during this phase to provide rapid options for transportation and goods delivery.The following elements will facilitate the needs to support Phase Four operations.System PlanningSystem Planning Further system planning for expanding operations will be required as operations move to additional service areas.Additional planning efforts during Phase Four are projected at$500,000.Community EngagementCommunity Engagement Community engagement will be organic and advanced air mobility should be commonplace by Phase Four.No additional funding is projected for community engagement through the years in phase four.Unmanned Traffic ManagementUnmanned Traffic Management The software costs for UTM are projected to remain steady throughout Phase Four:Annual UTM license$150,000/year;and Surveillance Fusion$75,000/year.Detect and Avoid EquipmentDetect and Avoid Equipment A massive expansion of sensor equipment will require greater resources.However,by this time the per unit price of equipment can be projected to decrease as the technology becomes more readily purchasable.Phase Four implementation is projected to range between$16.6 million and$106 million.Adding narrow spurs of routing as desired and calculating costs in the same manner as Phase Two,the cost of about$44,500 per mile of extra coverage of manned aviation,or$120,000 per mile of extra coverage for small UAS are projected.If,for example,an assumption of 20 spurs with an average of 100 nautical miles each,or a total of 2,000 nautical miles in length,plus the previous Phase Three cost projections might conclude:Cost to track manned aviation$105,642,000;o Support$21,128,400/year Cost to track UAS aviation$346,760,000;o Support$69,352,000/year.28|P a g e Weather Reporting EquipmentWeather Reporting Equipment Phase Four costs would further expand the infrastructure developed in Phases One through Three to include the density needed to support operations statewide.Figure 7 illustrates statewide coverage for weather reporting and monitoring systems.Figure 7:Phase Four Upgrades to Existing Weather Reporting Infrastructure A Aerial Traffic Operations Centererial Traffic Operations Center Phase Four support for ATOC assumes a central ATOC to support statewide operations.As operations grow statewide,multiple ATOC nodes may be considered:Multiple staff members salary and benefits at$120,000 each;Additional hardware and upgrades$130,000;and System Redundancy and Monitoring Software$150,000.Private Investment and DevelopmentPrivate Investment and Development Expectations of continued growth in private development are expected during Phase Four as demand grows across use cases.As a conservative approach for Phase Four,we assumed the creation of two additional vertihubs to support demand across the Wasatch Front.Ten vertiports will support rural communities across the state and augmentation of the Wasatch Front.Additionally,100 vertipads may be expected to support lower volume operations statewide.Referencing the previous graphic,the following costs can be derived for infrastructure investment:Two(2)Vertihubs($28.1 million each)$56.2 million;Ten(10)Vertiports($12.1 million each)$121 million;and One hundred(100)Vertipads($1.2 million each)$120 million.29|P a g e The private industry forecast of$297.2M is a conservative estimate and accounts only for the investment costs associated with vertiport development.Additional investment in drone package delivery expansion,and maintenance and operations can also be expected,but is not presented in the economic forecast.30|P a g e Chapter 4:Financing and FundingChapter 4:Financing and Funding Financing discussions refer generally to methods of raising initial capital to purchase and/or construct the necessary infrastructure.State Financing One option available to Utah municipalities and agencies is the State Infrastructure Bank.27 The State Infrastructure Bank(SIB)offers a source for low-cost infrastructure loans and assistance for public entities.Interest rates of 0.5ove bond market interest rates are available public entities.The purpose of the State Infrastructure Bank Loan Fund is to provide loans and assistance to improve transportation infrastructure in Utah.The program is intended to be an innovative financing tool that will offer financing options not previously available in meeting infrastructure needs.The fund consists of money generated from the following six revenue sources:1.Appropriations made to the fund by the Legislature;2.Federal money and grants that are deposited in the fund;3.Money transferred to the fund by the commission from other money available to the department;4.State grants that are deposited in the fund;5.Contributions or grants from any other private or public sources for deposit into the fund;and 6.All money collected from repayments of fund money used for infrastructure loans or infrastructure assistance.Utah Administration Rule R940-3-4 requires,A public entity must submit a request for an infrastructure loan or infrastructure assistance using an application form provided by the department.The public entity must complete and submit the application according to the application instructions.As of May 2022,the unobligated balance of the Utah State Infrastructure Loan Fund is$5.3 million,if all applications are approved.Municipal Bonds Municipal bonds are another financing strategy to consider.Municipal bonds are debt securities issued by states,counties,municipalities or local districts,often used to support the building of infrastructure.Often,the projects being funded by bonds produce a stream of revenue in which the interest and principal are paid directly from the revenue stream of completed projects.This is known as a revenue bond.In this case,the users of a project,rather than taxpayers,generally pay the cost of the project.Projects funded with revenue bonds often include toll roads,hospitals,bridges,water,sewer or electrical infrastructure projects and airports or in this case,vertiports.28 The State of Utah has used lease revenue bonds to finance building projects.For lease revenue bonds,rent that would be paid to private owners is,instead,used as the revenue stream to pay off the debt.27 https:/le.utah.gov/xcode/Title72/Chapter2/72-2-P2.html?v=C72-2-P2_1800010118000101 28 Funding a vertiport project with a bond would be similar to using General Airport Revenue Bonds to fund an airport terminal project,such as the 10-year terminal redevelopment of the Salt Lake City International Airport.31|P a g e These bonds are often referred to as“appropriation risk bonds”because the Utah State Legislature must appropriate funds to pay the“lease”every year.In Utah,revenue bonds are more commonly issued by local governments.Revenue bonds are an attractive option because local entities usually do not need to pass a referendum to authorize the projects,and the revenue stream is often generated by the users of the projects.Local entities can also alternatively pledge their sales tax as a revenue stream for the bonds.Revenue bonds in Utah are typically used for water,sewer and electric projects.General obligation bonds,which are backed by the general revenue of the issuing entity,usually achieve lower interest rates than revenue bonds.As of November 2022,Utah had a AAA bond rating,the highest rating a state can receive.Because Utah has such a great bond rating,it allows the state to borrow at lower interest rates than most other entities.Apart from facilities on state property,the state itself may never need to finance the construction of a vertiport.However,the state may need to finance unmanned traffic management and detect and avoid infrastructure.Cities typically are sponsors(owners)of airports and may find an opportunity to finance and construct a vertiport on occasion.Federal Financing Currently,the FAA Airport Improvement Program does not permit funding for AAM infrastructure of any type.However,the current administration has been signaling significant investment in AAM.There is much anticipation for additional funding measures in the upcoming 2023 FAA Reauthorization Bill.Until then,House Bill H.R.6270 was introduced on December 21,2021,and titled the“Advanced Aviation Infrastructure Modernization(AAIM)Act.”The Act states that“not later than 180 days after the date of enactment of this Act,the Secretary shall establish a pilot program to provide grants that:Assist an eligible entity to plan for the development and deployment of infrastructure necessary to facilitate AAM operations in the United States;Make funding available for costs directly related to construction of public use vertiports or associated infrastructure;and IN GENERAL.The Secretary shall provide grants to eligible entities to develop comprehensive plans under paragraph(2)related to AAM infrastructure.”29 This bill makes funds available for states and cities that are ready and able to put them to use.Private Financing Public-private partnerships(PPP or P3)and tax-exempt Private activity Bonds(PAB)are two resources to consider incorporating in any finance initiative.With public-private partnerships,high-level conversations are needed at the outset to consider how a partnership could be structured and formed.In addition,some original equipment manufacturers may want to build their own vertiports and infrastructure and restrict usage.This presents questions regarding grant assurances and requirement for full public usage.Manufacturers have indicated that fully private funding is a viable option to begin operations in areas/regions that fit their business needs.29 AAIM Act-https:/www.congress.gov/bill/117th-congress/house-bill/6270 32|P a g e It is imperative to consider legal and other implications,as well as state compliance rules when entering into these agreements.Local or state government can issue Private Activity Bonds to attract private investment from corporations and enable them to execute projects for public benefits by offering special financial benefits.Private Activity Bonds(PAB)are issued for the benefit of private individuals or entities and are issued on a tax-exempt basis if the private individuals or entities are“qualified.”30 Tax-exempt bonds tend to have lower interest rates than bank loans or taxable bonds.This lower borrowing cost is passed directly to the borrowing entity.The Department of Workforce Services(DWS)oversees Utahs PAB program.Funding Funding discussions refer generally to methods of paying for the ongoing operating costs and maintenance of the advanced air mobility system.User FeesUser Fees There are a variety of user fees.Landing Fees:Landing fees come in two basic varieties:(1)a per-landing fee and(2)a fee based on gross landing weight.The per-landing fee is the simplest and is typically a flat fee.These fees are often lower than the weight-based fees.Weight-based fees come with a formula that aircraft operators must calculate based on their maximum landing weight and sometimes actual landing weight.This formula is intended to compensate the airport for the increased amount of impact and wear that heavier planes have on runway asphalt.Weight-based fees may not be as applicable for AAM aircraft since they do not land with the same impact as conventional aircraft.Aircraft Parking Fees:Aircraft parking fees,known at airports as“ramp”fees,are often flat rates and the rate schedule is posted and available.However,for special occasions,special events or high demand seasons,airports and vertiports can charge market rates for leasing parking areas or charge premium parking fees per time use.Airspace Fees:Airspace usage fees are utilized in Europe but have been adamantly opposed in the United States.Attempting to implement an airspace user fee for AAM may meet with the same pushback.These fees can be a flat fee for each operation,or a per-mile use fee.These fees are seen as revenue to pay for the cost of air traffic and air space management.Access Fees:Access fees pertain less to aircraft and more to peripheral access of the vertiport itself.These fees come in many forms and could be associated with vehicle permits,security badges,one-time gate card fees to access facilities and ride-sharing fees.Registration FeesRegistration Fees Currently,aircraft registration fees in Utah are calculated using the average wholesale value of the aircraft as published in the Aircraft Bluebook Price Digest(Utah Code 72-10-110).However,unmanned aircraft are exempt from this fee.An option to revise Utah Code to implement a registration fee for smaller drones can be modeled after FAA 14 CFR Part 107.Under this federal regulation,Small Unmanned Aircraft Systems registration costs$5 per drone and is valid for three years.Registration fees 30 Qualification is based on 33|P a g e can be implemented on a flat-rate basis,a gradual scale,or a scaled fee(i.e.,registration scaled against wholesale value).Another method is a UAS commercial and government permitting program.North Carolina has already deployed this method,and UAS/drone operators are required to have an UAS Operator Permit if they fly for commercial purposes or are a government organization.The Utah Division of Aeronautics is already capable of processing aircraft registration fees.Tax RevenueTax Revenue Tax revenue is generated through several avenues in Utah.The primary sources of revenue for the state aviation system are the aviation fuel tax and aircraft registration fees.The fuel flowage fee is one of the primary sources of revenue for airports.Fuel Tax:With the advent of electric aircraft,a new method for calculating tax on electricity that is used as aviation“fuel”will be needed.For reference,tax rates on electricity in Utah range from 0.0%to 6.0pending on the rate levied by each city.This raises several questions:Should there be a special“aviation”rate,similar to liquid aviation fuel?Is this rate equivalent to,or at least similar to,the rate on aviation fuel?Flowage Fee:In addition to the tax rate,airports and vertiports may consider instituting a power flowage fee,akin to the fuel flowage fee.Fuel flowage fees are typically paid on a“cents per gallon”basis and range from$0.05-$0.40 per gallon.Aircraft powered by electricity are anticipated to consume a tenth of the cost of traditional fuel for operating expenses.Due to the lower operating costs,fees should be balanced to ensure end-user operational price equity,while supporting infrastructure needs.Fee structure may also consider on-peak versus off-peak costs,as on-peak charging costs may be double that of off-peak rates.31 Sales and Use Tax:Aircraft sales taxes,including sales and use taxes for aircraft-related purchases and aviation maintenance labor are open for discussion as sources of revenue to maintain the AAM system.Some states,such as South Carolina,have exempted the sales and use tax on aircraft parts and labor.Other states channel taxes from aircraft sales into their aeronautics-restricted accounts.Taxes from the sale of advanced air mobility aircraft,and parts and labor,could be channeled into an AAM-restricted account to help cover the cost of maintaining the system.This ensures the system is paid for by the users.Restricted Accounts:Utah Code 72-2-126 establishes the Aeronautics Restricted Account within the Transportation Fund.The account consists of money generated from the following revenue sources:Aviation fuel tax allocated for aeronautical operations deposited into the account in accordance with Utah Code 59-13-402;Aircraft registration fees deposited into the account in accordance with Utah Code 72-10-110;Appropriations made to the account by the Legislature;Contributions from other public and private sources for deposit into the account;and 31 Costs from Rocky Mountain Power in June through September 2022 for on-peak usage is 5.8282 cents/kWh,while off-peak usage is 2.9624 cents/kWh 34|P a g e Interest earned on account money.Revenues generated from aviation fuel tax and aircraft registration fees are highly regulated by federal revenue-diversion mandates.Money in those accounts may not be used for any purposes outside of the benefit of the aviation system.By state statute,money in the account may be used for:The construction,improvement,operation and maintenance of publicly used airports in this state;The payment of principal and interest on indebtedness incurred;Operation of the division of aeronautics;and The promotion of aeronautics in this state.In addition to the Aeronautics Restricted Account,a new restricted account known as the State Aircraft Restricted Account,was created in 2022 for specific aircraft operations uses.Utah Code 72-2-132 states that the money in the account is generated from the following revenue sources:Fees the department receives for use of state-owned aircraft;Appropriations to the account by the Legislature;Contributions from other public or private sources for deposit into the account;and Interest earned on money in the account.Using these two accounts as precedent,the Legislature can potentially create an AAM-restricted account.The separation of these aviation monies will provide a clear delineation between airport-generated funds(used only at airports),aircraft-operations-generated funds(used only for state owned aircraft),and AAM-generated funds(used only for AAM infrastructure).This delineation ensures money generated from AAM-related revenue sources is used on detect and avoid sensors and unmanned traffic management systems.Aviation has always considered itself a self-funded transportation system that is paid for by those using it.These financing and funding considerations will help ensure that tradition continues and places no additional burden on taxpayers.35|P a g e Chapter Chapter 5 5:Legislative Considerations:Legislative Considerations The Utah Legislature might consider taking several first steps to create a foundation for the phases of enabling advanced air mobility.Many of these steps require little or no fiscal note.The following outlines the potential legislative actions.Defining Advanced Air Mobility(AAM)Utah Code 72-10-104 Definitions Regarding definitions,the Legislature might consider:Aerial Transit CorridorAerial Transit Corridor As defined in the FAA Urban Air Mobility Concept of Operations(2020)“an airspace volume defining a three-dimensional route segment with performance requirements to operate within or cross where tactical ATC separation services are not provided.”VertiportVertiport The FAA defines vertiports as identifiable ground or elevated areas,including any buildings or facilities thereon,used for the takeoff and landing of tiltrotor aircraft and rotorcraft.As an alternative option,EASA defines a vertiport as an area of land,water,or structure used or intended to be used for the landing and take-off of VTOL aircraft.Unmanned Traffic Management Unmanned Traffic Management UTM as defined by the FAA is a“traffic management”ecosystem for uncontrolled operations that is separate from,but complementary to,the FAAs Air Traffic Management(ATM)system.Regulating Advanced Air Mobility Utah Code 72-10-103 and 109 Regarding a regulatory framework,the Legislature might consider several options,as discussed below.Avigation EasementsAvigation Easements The Legislature might consider one of several avigation easement definitions such as:“A surface and overhead avigation easement consists of an agreement with property owners to cede air rights over their property to the government.These easements restrict the property owners from building or having obstacles(e.g.,trees)above specific heights,or elements(e.g.,ponds that may attract birds)that may prevent safe flight paths for aircraft.It conveys rights for aircraft to cause noise,vibrations,fumes,deposits of dust,and fuel particles(incidental to the normal operation of aircraft).”or,H.B.327(2022)defined“avigation easement”as an easement permitting unimpeded aircraft flights over the property subject to the easement,and includes the right:(a)to create or increase noise or other effects that may result from the lawful operation of aircraft;and(b)to remove any obstruction to such overflight.The Legislature might also consider ensuring that avigation easements exist in the airspace above all state property,all roads,rails and rivers,and all rights-of-way and easements currently existing within 36|P a g e the state or other political subdivisions;and shall apply to all future property,roads,rails,rights-of-way,and easements.H.B.327(2022)provided examples of easement attainment mechanisms:Utah Code 72-10-413.Purchase or condemnation of air rights or avigation easements.A political subdivision owning a vertiport,whether the vertiport is located within or without the territorial limits of the political subdivision,or a political subdivision that is served by the vertiport may acquire,by purchase,grant,or condemnation in the manner provided by the law under which political subdivisions are authorized to acquire real property for public purposes,an air right,an avigation easement,or other estate or interest in the property or nonconforming structure or use in question if:(1)it is desired to remove,lower,or otherwise terminate a nonconforming structure or use;(2)the approach protection necessary cannot,because of constitutional limitations,be provided by vertiport land use regulations under this part;or(3)it appears advisable that the necessary approach protection be provided by the acquisition of property rights rather than by vertiport zoning regulations.Licensing of VertiportsLicensing of Vertiports After“airports”add“and vertiports”to Utah Code 72-10-103 1a regulate the use,licensing,and supervision of airports and vertiports.Aircraft RegistrationAircraft Registration Utah Code 72-10-109(3)The Legislature might consider replacing“Unmanned aircraft as defined in Section 72-14-102 are exempt from the state registration requirement under Subsection(1).”with“All commercial UAS and advanced air mobility aircraft must register with the state.”The Legislature might also consider basing registration fees on aircraft weight and utility category.For example,Code of Federal Regulations Part 107 commercial operators,such as real estate agents,would pay$5 per year,theirs being the lightest drones;drone package delivery operators with heavier aircraft would pay$20 per year;and aerial taxi service providers,being the largest and heaviest aircraft,would pay$100 per year in registration fees.Advanced Air MobilityAdvanced Air Mobility Restricted AccountRestricted Account The Legislature might consider establishing an Advanced Air Mobility Restricted account,which would have purposes similar to the Aeronautics Restricted Account and the Aircraft Operations Restricted Account.Example language might include:(1)There is created a restricted account known as the Advanced Air Mobility Restricted Account.(2)The account consists of money generated from the following revenue sources:(a)Fees the department receives from;i.Aerial corridor user fees 37|P a g e ii.Advanced air mobility alternative fuel tax,(electricity,hydrogen,etc.)iii.Landing fees iv.Vertiport related property taxes v.UAS aircraft sales tax vi.Advanced air mobility aircraft registration fees(b)Appropriations to the account by the Legislature;(c)Contributions from other public or private sources for deposit into the account;and(d)Interest earned on money in the account.(3)Upon appropriation by the Legislature,the department may use money in the account for the operation and maintenance of the state Advanced Air Mobility system.State PreemptionState Preemption The Legislature might consider broadening the preemption rule in state code by changing“unmanned aircraft”to“advanced air mobility”aircraft.Utah Code 72-14-103.Preemption of local ordinance,might be changed to state:(1)A political subdivision of the state,or an entity within a political subdivision of the state,may not enact a law,ordinance,or rule governing the private use of an advanced air mobility aircraft unless:(a)Authorized by this chapter;or(b)The political subdivision or entity is an airport operator that enacts the law,rule,or ordinance to govern:(i)The operation of an advanced air mobility aircraft within the geographic boundaries of the airport over which the airport operator has authority;or(ii)The takeoff or landing of an advanced air mobility aircraft at the airport over which the airport operator has authority.(2)This chapter supersedes any law,ordinance,or rule enacted by a political subdivision of the state before July 1,2022.Advanced Air MobilityAdvanced Air Mobility Program OfficeProgram Office It will be necessary to engage,collaborate and coordinate regulations and management of this new transportation system in a more deliberate and formal manner as advanced air mobility operations grow and additional transportation options evolve across communities.Utah Code 72-10-103 establishes the Division of Aeronautics to govern the regulation of air navigation and airport facilities.The Legislature might consider creating a formal advanced air mobility program office under the jurisdiction of the Division of Aeronautics.38|P a g e To mitigate any confusion,the Legislature might consider it beneficial to add language to Utah Code 72-10-103 to specifically address advanced air mobility program office responsibilities.Responsibilities may include:General oversight of the advanced air mobility system;Aerial corridor planning and management;Vertiport facility approval and permitting;Advanced air mobility/UAS aircraft registration;Management of funds within an Advanced Air Mobility restricted account;and Development and management of an aerial traffic operations center.Multiple states are proactively approaching this space by setting up an advanced air mobility program office and starting to build the initial infrastructure to support operations and foster economic growth.SandboxSandbox To catalyze initial aerial taxi utilization,the Legislature might consider providing portions of land at public facilities(Trax stations,Frontrunner stations,parking decks,rooftops,rest areas,etc.)to be transitioned into simple initial vertiports.These will provide multi-modal public access to airspace and aerial corridors and will incentivize the industry to begin offering aerial taxi services.Local Municipal Processes Permitting and Business Licensing ProcessesPermitting and Business Licensing Processes The Legislature might consider ensuring that municipalities include drone package delivery,aerial taxi services and personal aerial vehicles to their list of approved uses,and develop a clearly defined process through which AAM service providers may apply for the necessary use permits and business licenses to begin conducting operations.Zoning and Vertiport Overlay ZonesZoning and Vertiport Overlay Zones The Legislature might consider ensuring that municipalities develop language inclusive of take-off and landing operations within their zoning ordinances.The Legislature might also consider ensuring that political subdivisions adopt vertiport overlay zones to ensure cooperative integration between vertical infrastructure and future development.Taking an example from H.B.327(2022):“Vertiport overlay zone”means a secondary zoning district designed to protect the public health,safety,and welfare near a vertiport,that:(a)Applies land use regulations in addition to the primary zoning district land use regulations of property used as a vertiport and property within a vertiport influence area;(b)May extend beyond the vertiport influence area;(c)Ensures vertiport utility as a public asset;(d)Protects property owner land values near a vertiport through compatible land use regulations as recommended by the Federal Aviation Administration,local Metropolitan Planning Organization,or Government Association Organization;and 39|P a g e (e)Protects aircraft occupant safety through the protection of navigable airspace.Utah Code Utah Code 7272-1010-403403 Vertiport land use regulationsVertiport land use regulations Regarding land use regulations for vertiports,the Legislature might consider requiring municipalities to adopt language to protect the navigable airspace around vertiports such as:(1)(a)In order to prevent the creation or establishment of vertiport hazards,every political subdivision having a“vertiport hazard area”within the political subdivisions territorial limits,and each political subdivision located within a vertiport influence area shall adopt,administer,and enforce,under the police power and in the manner and upon the conditions prescribed in this part,Title 10,Chapter 9a,Municipal Land Use,Development,and Management Act,and Title 17,Chapter 27a,County Land Use,Development,and Management Act,vertiport land use regulations for the vertiport influence area,including a vertiport overlay zone.(2)(a)Each political subdivision located within an airport influence area shall notify a person building on or developing land within a vertiport influence area of aircraft overflights and associated noise.(b)To promote the safe and efficient operation of the vertiport,a political subdivision located within a vertiport influence area shall:(i)As a condition to granting a building permit or a requested zoning change within a vertiport influence area,require a person building or developing land to grant or sell to the vertiport owner,at fair market value,an avigation easement;(ii)Adopt a vertiport overlay zone conforming to the requirements of this chapter and 14 C.F.R.Part 77;and(iii)Require any proposed development within a vertiport influence area to conform with 14 C.F.R.Part 77 LandLand-Use and Transportation PlanninUse and Transportation Planning g The Legislature might consider ensuring that any long-range transportation planning process undertaken within the state incorporates land-use plans for future potential vertiport sites and aerial corridor planning.The land-use planning for AAM should also coordinate with zoning laws and be developed in a complementary manner to balance acceptable uses without stifling innovation.Land uses for AAM will need to address and differentiate between public,recreational,commercial,residential and transportation uses.Considerations for each may include:Public Use Setting aside areas for general public use for AAM,which may include hospitals,multimodal transportation hubs,municipal buildings,parks or areas for the general public good.Recreational Use Areas for recreational uses of advanced air mobility vehicles that could facilitate improved capacity in areas of State or National parks within the State.Recreational areas could also include parks,stadiums,golf courses,scenic mountain retreats,lakes or other open spaces to facilitate recreation.40|P a g e Commercial Use Facilitate commutes for employees,air cargo delivery hubs,inland ports,restaurants or other commerce-type buildings where AAM in the form of passenger air mobility or air cargo is beneficial.Residential Use AAM services close to where people live and would need to be balanced with benefits to the community versus impacts.Residential areas would need to consider land use for air cargo,passenger air mobility and emergency services.Planning should consider the density of the housing in the area,noise impacts and acceptable uses.Transportation Use Transportation land-use planning should consider the integration of AAM services into the current transportation system on the streets and railway
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