Advanced Air Mobility:
The new flying
Final document

April 20, 2022

Contents

Executive summary

3

A.

Background and methodology

5

B.

Introduction of Advanced Air Mobility

9

C.

Implications for The Netherlands and Western Europe

26

D.

Required actions for the government and the top sectors

40

This document shall be treated as confidential. It has
been compiled for the exclusive internal use by our
client and is not complete without the underlying
detailed analyses and the oral presentation. It must
not be passed on and/or must not be made available
to third parties without prior written consent from
Roland Berger.
© Roland Berger

2

Executive summary (1/2)
A

Background and methodology

B

Introduction of Advanced Air Mobility

• Roland Berger was asked to provide insight how eC/VTOL aircrafts can contribute to zero-emission mobility and to determine the focus areas for the
Ministry and top sectors
• People from a variety of backgrounds (industry, government, academia) have been involved in the project through three workshops

• Society faces a number of mobility challenges and opportunities – Advanced Air Mobility (AAM) can add a new mobility dimension and complement the
existing systems
– It is expected that AAM will allow people and cargo to hop on and off comfortably and quickly fly to many regional destinations
– For many people in The Netherlands there is an airport at less than 20 minutes – Vertiports will ensure total coverage
• Advanced Air Mobility can be defined as regional short-haul flights with manned and unmanned aircraft systems for passenger and cargo applications
– Multiple electric aircraft configurations exist, each with different characteristics that have significant influence on performance
– Over 100 AAM aircrafts are currently in development using new electric conventional and VTOL aircrafts – Europe accounts for 46%
• Adoption of Advanced Air Mobility is driven by social-cultural factors, technology, infrastructure, economics and regulation
– Sustainability, social integration, safety and noise/visual pollution are crucial social-cultural factors for AAM adoption: If safe, sustainable, low-noise,
green (air) mobility solutions are available this can improve connectivity of regions and replace polluting planes
– Flight, propulsion and control technology are the three areas that drive AAM adoption from a technology point of view
– AAM requires three levels of infrastructure: physical, digital and ground transport integration
– AAM is not likely to be the cheapest and most energy efficient alternative, but is expected to be cost-competitive with traditional air transport
– Required regulatory approvals relate to the aircraft, MRO, operations and various others
• Non-passenger transport is expected to have greater near-term adoption as result of lower technological and regulatory barriers

3

Executive summary (2/2)
C

Implications for The Netherlands and Western Europe

D

Required actions for the government and the top sectors

• A wide variety of passenger and non-passenger applications exist for AAM in The Netherlands and Western Europe
• Two selected use-cases have been detailed: regional air mobility up to 250 km (eVTOL) and Air Traffic Electrification up to 1,000 km (eSTOL and eCTOL)
• RAM consists of scheduled passenger transport and can increase accessibility by offering sustainable transport options
– It is estimated that 20-40 k passengers per day will use eVTOL transport in 2050 for which 700-1,400 aircrafts are required, predominantly tilt wing
– The addressable area for eVTOL is between 50-250 km – For Utrecht, cities such as The Hague, Deventer, Middelburg and Cologne would be in range
– 20-40 k passengers per day are expected to use eVTOLs by 2050 – The switch rate is expected to be higher for longer distances
– 700 to 1,400 eVTOLs are expected for RAM in 2050 based on the estimated 20-40 k eVTOL movements in 2050
– Effects and considerations of eVTOL as a tourism shuttle to the Efteling have been assessed – Potential other use cases (e.g. Wadden) to be assessed
• Air traffic can be partly electrified by eSTOL and eCTOL to create sustainable alternatives for conventional air traffic while increasing accessibility
– It is estimated that 4-14 k passengers per day will use eSTOL and eCTOL transport in 2040 for which 110-310 aircrafts are required
– The addressable area for eSTOL and eCTOL is up to 1,000 km – Cities such as London, Manchester, Prague and Oslo would be in range
– The demand in 2040 is estimated to be 2.5-12 k passengers per day based on the current number of movements and a switch rate between 0-20%
– 60-260 required eSTOLs/eCTOLs are expected for Air Traffic Electrification in 2040 based on the estimated 2.5-12 k eSTOL/eCTOL movements in 2040
– Passenger transport by eCTOL en eSTOL could start to kick in with piloted aircrafts around 2030

• Government's key responsibilities are regulation, infrastructure and social-cultural factors while top sectors must focus on technology and economics
• Concrete next steps are identified for the government and top sectors to accelerate development of Advanced Air Mobility in the short-term
– Program further research on AAM
– Stimulate research on AAM
– Research public opinion on AAM
– Develop required AAM regulations with EASA
– Bring together relevant stakeholders to accelerate AAM technology development
– Map infrastructure requirements for AAM in NL
4

A. Background and
methodology

A

Background and methodology

RB was asked to provide insight how eC/VTOL aircrafts can contribute to zeroemission mobility and to determine the focus areas for the Ministry and top sectors
Background and goal

Background

Goal of the project

• With the rise of 'the new flying' (electric drones – eVTOL1)
aircrafts), new possibilities are added to our mobility system
• It is now difficult to imagine what regional or urban air
mobility could look like with large-scale application and to
what extent this form of mobility will have an impact on
space, mobility and the economy
• Roland Berger is asked for support in providing insight how
eC/VTOL aircrafts can contribute to making zero-emission
mobility possible on a large scale

Determine the focus areas for the
Ministry and the top sectors with the
mission of a public-private arrangement
that serves, among other things, the
"Klimaatakkoord" and all parties that
have committed to it

• This project was conducted in a short-time span of a few
weeks limiting thorough analysis on the vast number of
factors influencing advanced air mobility
1) Electric vertical take-off and landing
Source: Roland Berger

6

A

Background and methodology

People with diverse backgrounds have been involved in the project – In total three
workshops have been organized
Overview of people involved
Group

Name

Project team

Sounding
board

Workshop
participants

Group

Name

Organization

MinIenW

Workshop
participants

Kyara Metz

LVNL

Frans Sengers

Milieu Centraal

MinIenW
MinIenW

MinIenW

Jeroen Kroonen

MissieTeam Dplus

MinIenW

Casper Veenman

Roland Berger

MinIenW

Niek Cuperus

Roland Berger

MinIenW

Roel Hellemons

Airport Eindhoven

MinIenW

MinIenW

MinIenW

MinIenW

MinIenW

Arjan Vergouw

MissieTeam Dplus

Robbert Jan Kooij

Oost NL

Martin Nagelsmit

NLR

Robert Dingemanse

PAL-V

Dean Boljuncic

Airport Eindhoven

Jaap Hatenboer

RAV

Gijs Vrenken

Airport Eindhoven

Sjoerd Berning

Bayards

Geert Boosten

Stichting Duurzaam Vliegen

Wesley Poland

Bayards

Mark Rademaker

Stichting Duurzaam vliegen

Maurice Boogerd

Corendon

Tim te Velde

Stichting Duurzaam vliegen

Chris Popps

Fokker

Yanniek Huisman

Stichting RHIA

Michiel Wevers

Fokker

Matthijs de Haan

Teuge Airport

Idius Greving

Fundashon Mariadal

Toon Meelen

Universiteit Utrecht

Greenbridges

Joost Dieben

Venturi

Martine Verweij

Source: Roland Berger

Organization

RWS

7

A

Background and methodology

To support legibility, the report contains numerous abbreviations
List of abbreviations
Abbreviation

Meaning

Abbreviation

Meaning

#
%
/
~
<
>
∑
AAM
ATE
BE
c
CBS
CO2
DG
DOA
e.g.
EASA
eCTOL
eSTOL
eVTOL
excl

Number
Percentage
Per
Approximately
Smaller than
Larger than
Total
Advanced air mobility
Air traffic electrification
Belgium
Circa
Centraal Bureau voor de Statistiek
Carbon dioxide
Directoraat-generaal
Design organization approval
Exempli gratia (for example)
European Union Aviation Safety Agency
Electric conventional take-off and landing
Electric short take-off and landing
Electric vertical take-off and landing
Excluding

h
I&W
i.e.
incl
k
kg
km
max
min
min
MOA
n/a
NL
POA
RAM
RB
Top sec
UAV
US
W-EU

Hour
Infrastructure and Water management
Id est (that is)
Including
Thousand
Kilograms
Kilometers
Maximum
Minimum
Minutes
Maintenance organization approval
Not applicable
The Netherlands
Product organization approval
Regional air mobility
Roland Berger
Top sectors
Unmanned aerial vehicle
United States
Western Europe

Source: Roland Berger

8

B. Introduction of Advanced Air
Mobility

B

Introduction of Advanced Air Mobility

Advanced Air Mobility can add a new mobility dimension and complement the
existing systems
The opportunities for Advanced Air Mobility

Mobility challenges

Opportunities

One of the potential answers

Advanced Air Mobility
Environmental
effects of
mobility

Source: Roland Berger

Congestion
Mobility
increases traffic infrastructure is
fatalities and long increasingly
commute times costly and using
up more and
more space

Technological
developments bring
new opportunities
(e.g. less emission,
better noise control,
lower cost)

Advanced Air Mobility adds a new
mobility dimension and complements
existing systems

10

B

Introduction of Advanced Air Mobility

It is expected that AAM will allow people and cargo to hop on and off comfortably
and quickly fly to many regional destinations
The Customer Journey

1

2

3

4

BOOK IT

HOP ON

SIT BACK

HOP OFF

Book spontaneously, even while
on your way to the airport, or
schedule in advance

Never miss a beat. Get dropped
off right next to the plane or walk
through a small building or gate

Relax or be productive –
no need to keep your
eyes on the road

Go directly to an automatically
arranged waiting rideshare or
parked car

Source: NASA, Roland Berger

11

B

Introduction of Advanced Air Mobility

For many people in The Netherlands there is an airport at less
than 20 minutes – Vertiports would ensure total coverage
Coverage (20-min) of airports in The Netherlands
Airports1) (today)

Vertiports added (future potential)
• There already is an airport at
less than 20 minute for most
people in The Netherlands

Many PEOPLE
live within 20-min
distance of an airport

ALL PEOPLE
live within 20-min
distance of
airport/vertiport

• Once vertiports are added, takeoff and landing locations come
even closer and accessibility is
increased
• This would allow all people in
The Netherlands to arrive at
take-off and landing locations
within 20 minutes

1) Excluding heliports
Source: OurAirports.com, Roland Berger

12

B

Introduction of Advanced Air Mobility

Advanced Air Mobility can be defined as regional short-haul flights with manned
and unmanned aircraft systems for passenger and cargo applications
Advanced Air Mobility

✓

Advanced Air Mobility can be defined as
electric conventional1) and vertical
take-off and landing (VTOL) for short
flights with a radius of 80-km2) and
intraregional flights of hundreds kms3)
between urban and rural areas

It does not include
• Conventional
helicopters
• Small drones (typically
with a payload <100 kg;
not capable of transporting
passengers)

• UAVs
• Long distance
(autonomous) aircraft
1) Including short take-off and landing (STOL); 2) Range of AAM flights could be shorter for specific use-cases (e.g., emergency medical service); 3) Range could be longer (up to c. 1000 km) in case of electric conventional aircrafts
Source: Roland Berger

13

B

Introduction of Advanced Air Mobility

Multiple electric aircraft configurations exist, each with different characteristics that
have significant influence on performance
AAM aircraft architectures – Overview
eVTOL

eSTOL / eCTOL

Multicopter

Quadrocopter

Lift & cruise
(hybrid)

Tilt-propeller

Tilt-wing

eSTOL

eCTOL

Approximate range5)

~60-130 km/h
30-80 km

~130-190 km/h
up to 150 km

~130-190 km/h
up to 300 km

~140-300 km/h
up to 300 km

~140-300 km/h
up to 500 km

~140-350 km/h
up to 800 km

~300-500 km/h
up to 900 km

Approximate payload6)

~200 kg

up to 500 kg

up to 800 kg

up to 800 kg

up to 800 kg

up to 1,000 kg

up to 2,000 kg

Disc loading1)
Hoovering efficiency2)
Downwash3) speed & noise level

Gust resistance and stability
Forward flight speed & efficiency

Advantages

• Adapted for short trip
with frequent
hoovering

• Design
accommodating
• No tilting mechanism
multiple mission types

• Combination of VTOL
capacity and range

• Reduced mass
• VTOL and STOL4)

• Potential greener
• Potential greener
solution, depending on solution, depending on
source of electricity
source of electricity

Disadvantages

• Low range and speed

• Energy consumption in • Mass
cruise
• Unused propellers
• Complex design
• Drag in cruise

• High cost and
complexity of the
tilting mechanism
• Complex maneuvers

• High cost and
complexity of
the tilting mechanism
• Complex maneuvers

• Requires a runway
albeit shorter than
conventional aircrafts

• Requires conventional
runway

Time to market

Fastest certification

n/a

n/a

n/a

Very high

High

Neutral

Low

n/a

• VTOL and STOL4)

Slower certification

Slowest certification

Very low

1) Disc loading defined as AAM weight divided by total rotor disc area; 2) Lower disc loading generates improved hovering efficiency; 3) Ground-oriented airflow during lift or landing phases; 4) Also possible as short takeoff and landing (STOL)
5) Expected range at commercial launch; 6) Varies according to number of seats for each concept
Source: Desk research, Roland Berger

14

B

Introduction of Advanced Air Mobility

Over 100 AAM aircrafts are currently in development using new electric (potentially
autonomous) conventional and VTOL aircrafts – Europe accounts for 46%
Distribution of ~280 publicly known electrically propelled aircraft programs, Aug 20211)2)

Europe

Russia

46%

3%

South Korea

China

Israel

2%

1% 2%

2%

North America

39%

Japan

India

1%

Singapore

1%

South America

2%

Australia
South Africa

0%

2%

New Zealand

0%

1) Only including developments with first flights from 2010 and major electric concepts; excluding UAVs and purely recreational developments; 2) Percentages may not add up due to rounding
Source: Roland Berger Sustainable Aircraft Database

15

B

Introduction of Advanced Air Mobility

Adoption of Advanced Air Mobility is driven by social-cultural factors, technology,
infrastructure, economics and regulation
Overview of the AAM adoption drivers

1 Socialcultural
Criteria

Match with values,
views, expectations
of consumers, citizens
and other stakeholders

4 Economics

&
5 Regulation
certification

2 Technology

3 Infrastructure

Technological
development of the
aircraft, the
propulsion and the
control of it

Development of
infrastructure
(physical and digital)
and ground transport
integration

Development of unit
economics compared
to alternatives

Maturity of AAM
regulation and
certification across
regions

LOW

LOW

LOW

Current
maturity1)

LOW

MEDIUM

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

16

B

Introduction of Advanced Air Mobility

The adoption drivers for AAM each have their underlying sub-drivers
Detailed adoption drivers
Socialcultural
factors

1

Sustainability

Infrastructure

3

Digital infrastructure

Social integration

Ground transportation integration

Safety

Noise/visual pollution
Technology

2

Flight technology

Propulsion technology

Control technology

Source: Desk research, Expert Interviews, Workshops, Roland Berger

Physical and operational infrastructure (e.g. vertiports, energy)

Economics

4

Economics

Regulation
& certification

5

Aircraft approvals
Maintenance organization approval
Operational certificates
Other regulations

17

B

1

Introduction of Advanced Air Mobility | Social-cultural

Sustainability, social integration, safety and noise/visual
pollution are crucial social-cultural factors for AAM adoption

Current
maturity1)

LOW

AAM adoption drivers: Social-cultural factors
Sustainability

Social integration

A

Sustainability
Providing safe, sustainable, low-noise, green (air)
mobility solutions could improve connectivity of regions
and replace polluting planes (i.e. relating to emissions
and energy)

A

B

B

Social integration

D

C

C

Safety

D

Noise/visual pollution

Noise/visual pollution

Safety

Social integration (including public acquaintance as
part of other modalities) is necessary to complement
long-distance and local transport services

Safe operations especially in dense urban areas for
both passengers and pedestrians are always paramount

Noise/visual pollution produced by an AAM aircraft
especially around vertiports is influenced by an
aircraft's design and the way it is operated

Expected developments
• Social-cultural factors are mainly
driven by sustainability, social
integration, safety, and noise/visual
pollution
• Non-passenger applications (e.g.
postal, emergency services) expected
to gain public acceptance faster,
picking up by 2025, helping to pave
the way for passenger application
• Piloted applications to gradually gain
acceptance with first commercial
services emerging starting 2025 autonomous passenger applications
are not expected to gain widespread
acceptance before 2035 mainly due to
safety concerns
• Increasing airspace saturation
leading to noise/visual pollution will
most likely decrease public
acceptance

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

18

B

2

Introduction of Advanced Air Mobility | Technology

Flight, propulsion and control technology are the three areas
that drive AAM adoption from a technology point of view

Current
maturity1)

MEDIUM

AAM adoption drivers: Technology

Flight technology

Propulsion technology

Control technology

• Five key eVTOL flight
architectures in development:
multicopters, quadrocoptors,
lift & cruise (hybrid), tiltpropeller, tilt-wing
• Two other electric flight
architectures: eCTOL, eSTOL

• Electric systems as key
compenents in AAM aircraft
• Full-electric and hybrid
configuration mainly driven by
market application (e.g. hybrid
for highly frequent missions
such as emergency medical
services)

• Piloted vs. autonomous
solutions
• Autonomous is expected to
come first for non-passenger
applications in rural areas
• Autonomous for passenger
application will likely come in
steps

Expected developments
• Different aircraft platforms are being
developed from multicopters with few
mechanics involved, lift & cruise
solutions with double propulsion to
more complex tilting mechanism
• Among new technologies, the
electric/hybrid propulsion system is
the key component to improve air
mobility economics
• While most technology exists for
autonomous flight system, the
absolute robustness of the system is
very difficult to obtain – Nevertheless
first pilot should come for nonpassenger application in safe
environment over the next decade
• Additional autonomous system,
specifically for air traffic management,
are expected to come in the 2030s to
support crowded airspace coming
with mass deployment of air mobility
solution

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

19

B

3

Introduction of Advanced Air Mobility | Infrastructure

AAM requires three levels of infrastructure: physical, digital
and ground transport integration

Current
maturity1)

LOW

AAM adoption drivers: Infrastructure
Ground transport integration
Integrating air mobility into existing ground transportation
ensures successful scaling of services

Digital

Physical and operational

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

Expected developments
• Physical infrastructure picking up by
2025 with the first commercial nonpassenger applications
• Infrastructure for passenger
applications is expected to develop in
line with the market, however it is of
higher complexity in design and
operations, and is expected to pick up
significantly around 2030
• Physical infrastructure in rural areas
is going to develop first due to easier
conditions (space, charging, regional
airport) and will be paramount even
for urban operations starting around
2025
• Digital infrastructure for piloted
applications is already in place today,
but must be fine-tuned to better
support high-density, low-altitude air
mobility
• Digital infrastructure for autonomous
applications is expected to start
developing and collecting more data
points at around 2025 with first nonpassenger applications
20

B

4

Introduction of Advanced Air Mobility | Economics

AAM is not likely to be the cheapest alternative, but is
expected to be cost-competitive with traditional air transport

Current
maturity1)

LOW

AAM adoption drivers: Economics

PASSENGER

NON-PASSENGER

Expected developments
• Advanced Air Mobility is not likely to
be cost-competitive to the cheapest
alternative
– Passenger: cost of ground
transport is expected to decrease as
cost gains from autonomy also
apply to taxis
- Advanced Air Mobility is expected
to be cost-competitive versus
traditional air transport
– Non-passenger: traditional 'feeder'
air cargo is expected to be cheaper
as result of higher payload per unit
versus Advanced Air Mobility
• Advanced Air Mobility needs to be
affordable for the general public as
opposed to being a niche product for
the affluent society in order to gain
broad traction

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

21

B

4

Introduction of Advanced Air Mobility | Economics

Backup: eVTOLs will be cheaper to operate than helicopters, but are not likely to be
cost competitive vs. ground transport as cost gains from autonomy also apply to taxis
2030 estimates

Passenger transport cost comparison1) [EUR per passenger-kilometer]

Ground transportation

Traditional air transport
~4,500

AAM

~825

~375

~3.9

c. -40%
~2.4

~1.1

Conventional taxi2)

c. -50%
~1.1

~0.9

EV taxi

~225

~0.3

~0.3

Autonomous
EV

Turboprop passenger
aircraft

Helicopter

eVTOL 2030
(piloted)

eVTOL 2040
(autonomous)

Roland Berger estimates for a 4-seat eVTOL
Operating cost per flight hour

Low comparability with eVTOL

High comparability

1) All modes compared with an average load factor of c. 75% based on 2021 prices not adjusted for inflation; 2) ICE – Internal Combustion Engine
Source: Desk research, Roland Berger

22

B

4

Introduction of Advanced Air Mobility | Economics

Backup: eVTOLs are more energy efficient than traditional airplanes but are not
likely to be energy competitive vs. ground transport due to high energy usage
Passenger transport cost comparison [Wh per passenger-kilometer]

Ground transportation

Traditional
air transport

AAM

~515

~312

~300

~90
Conventional taxi

Low comparability with eVTOL

Source: Desk research, Roland Berger

Rail

~116
~55
High-speed rail

MagLev

Airplane

eVTOL

High comparability

23

B

5

Introduction of Advanced Air Mobility | Regulation & certification

Required regulatory approvals relate to the aircraft, MRO,
operations and various others

Current
maturity1)

LOW

AAM adoption drivers: Regulation & certification
Aircraft
Design
Organization
Approval (DOA)

MRO
Production
Organization
Approval (POA)

Maintenance
Organizational
Approval (MOA)

Operations
Air Operator
Certificate
(AOC)

Commercial
Pilot License
(CPL)

Other regulations
[non-exhaustive]
Air traffic
management

• AOCs are granted • Aviation
• Air traffic
• DOA complies with
• POA related
• MOA is a
by the relevant
authority
controller
the requirements of
procedures are
standard for
authority in each
requires
must comply
EASA's Part 21,
integrated into the
the approval
jurisdiction,
certified pilot
to the EASA
which contains rules
EASA Quality
of
typically the
to operate
regulation
for a company
Management
organizations
National Aviation
manned
designing and/or
System, which also
that perform
Authority
aircraft
producing aircrafts,
complies with the
maintenance
• Main objective of • Pilot must
aircraft parts, and
requirements of
on aircraft
AOC is to ensure
follow a
appliances
EASA's Part 21
and aircraft
operations are
standard
• DOA details elements • Under the POA,
components
safe and
training and
required for design
companies
that are
compliant with
demonstrate
organization and
manufacturing
registered in
required
activities of products products and parts
EASA Member regulation.
Regulator
capabilities in
such as large
must prove that the
States
examines
order to obtain
aircrafts, engines,
production and
extensively the
a valid CPL
small rotorcraft, and
quality management
operator’s
sailplanes to
processes are in
workforce skills,
ultimately decide
accordance with
procedures and
whether a company
regulatory standards
operating manuals
can bring a safe
aircraft to market

Authority must issue a Type Certificate for
each aircraft design before to start any
commercial operation

Local
regulations

Spectrum
allocation

• Cities and
• International
local
and national
governments
bodies are
control, at
responsible
least in part,
for spectrum
the developallocation,
ment of the
notably to
ground
support
infrastructure
autonomous
and operations system
parameters
(e.g. noise
level, no fly
zone,
emission)
therefore the
development
of new routes

Expected developments
• Regulation and certification work in
charge of Aviation mobility
authorities and Aerospace
manufacturing (e.g. EASA in Europe)
• China, US and Europe are defining
the market and consequently
regulation and certification
• Regulatory environment is primarily
defined at national level
• Risk management is at the heart of
all regulators favoring non-passenger
piloted applications in rural
environment, especially as proof of
concept
• Autonomous operation will be proof
tested on cargo application first,
autonomous pilot for passenger
applications will follow
• eVTOLs face certification risks due to
the novelty this market represents in
the Air Mobility in terms of both
design, technology and use cases

1) Based on overall estimation (acknowledging differences between aircrafts and use-cases)
Source: Desk research, Expert Interviews, Workshops, Roland Berger

24

B

Introduction of Advanced Air Mobility

After 2030-40 more widespread adoption of AAM mobility will take place – Nonpassenger transport is expected to have earlier adoption as result of lower barriers
AAM adoption curves
Expected market maturity of
passenger and non-passenger
applications

2030-2040

2040+

• Sound public
acceptance for
non-passenger
applications

2040+

2025-2030

• Commercial deployment
at scale incl. autonomous applications with a
variety of public transportation applications
• Widespread public acceptance

• Strategic investments pick up
• Deployment of VTOL with
growing size

2020-2025

2018-2020
• Technology
development

• Commercial deployment of piloted aircraft, introduction of
semi-autonomous flight in passenger applications
• Public acceptance for passenger applications increasing
• Development of infrastructure

2025-2030
• Increasing presence of strategic investment
• Limited short range deployment (e.g. airport shuttle)

2020-2025 • Continued PoC

• VC investment continues to go into market
• VTOL for small payload (< 150 kg) deployed for non-passenger applications

• PoC

= Passenger

2030-2040

• PoC
• Increased regulatory
engagement
• First thoughts around
infrastructure
planning

2018-2020

2018

• Continued high levels of strategic investments
• Physical, digital infrastructure, and ground
network integration sophisticated

2020

2025

2030

2040

• Selected pilots for
cargo and passenger
transport in selected
cities already in place
• First commercial
applications may
emerge around 2025
with focus on cargo in
rural areas and first
adopter cities (starting
with small drone –
payload < 150 kg
• Passenger transport
may start to kick in
with piloted aircrafts
around 2030 – After
2035 and 2040
widespread adoption of
air mobility will take
place

2050

= Non-passenger

Source: Desk research, Expert Interviews, Roland Berger

25

C. Implications for The Netherlands
and Western Europe

C

Implications for The Netherlands and Western Europe

A wide variety of passenger and non-passenger applications exist for AAM in The
Netherlands and Western Europe
Potential AAM use-cases (non-exhaustive)

PASSENGER USE CASES

NON-PASSENGER USE CASES

Scheduled

On-demand

Other

Cargo transportation

Other

• Regional air mobility
• Air traffic
electrification
• Airport shuttle
• Airline feeder flights

• Emergency medical
services (air
ambulance)
• Tourism shuttle
• Intra-city air taxi
• Commuter air taxi

• Regional airline
routes1)
• Offshore services
(e.g. windmill parks)

• Transportation of air
cargo
• Intralogistics
• Emergency medical
services (medical
supply, live organs,
lab samples)
• Remote supply
(e.g. scarcely
populated areas)
• Offshore services
(cargo)

• Site/area surveying
• University research
• Law enforcement
• Construction support
• Firefighting
• Military applications

1) Once sufficient ranges can be achieved
Source: Roland Berger

27

C

Implications for The Netherlands and Western Europe

Two selected use-cases have been detailed: regional air mobility up to 250 km
(eVTOL) and Air Traffic Electrification up to 1,000 km (eSTOL and eCTOL)
Selected use-cases

1

Regional air mobility (up to 250 km range): eVTOL

2

Air traffic electrification (250-1,000 km range): eSTOL and eCTOL

Including use case specification: tourism shuttle for the Efteling

28

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

RAM consists of scheduled passenger transport and can increase accessibility by
offering sustainable transport options
Use-case snapshot: Regional Air Mobility (eVTOL)

REGIONAL AIR MOBILITY
Geography

The Netherlands and Western Europe

Definition

• Regional passenger transport
– City to city trips
– Urban to rural trips
• Scheduled flights

Key REQUIREMENTS
VALUE PROPOSITION
• Accessibility: eVTOLs allow more destinations and increase speed, especially in
non-densely populated and less-connected areas
• Sustainability: electricity enables renewable energy
• Comfort: smaller passenger groups reduce check-in time and noise
• Frequency: smaller aircrafts allow for more flights per hour

FLIGHT SPECIFICS
Trip time (max)

Up to 120 minutes

Range (typical)

50-250 km

Payload (max)

350 kg

MATURITY OF ADOPTION FACTORS

Low

High

Regulation & certification
Technology
Infrastructure

Speed (max)

Up to 300 km/h

Type of aircraft
(most likely)

• eVTOL: tilt-wing
• eVTOL: tilt-propeller

Economics1)
Social-cultural factors
Currently (2021)

Expected (2050)

1) Economics vs. alternative
Source: Expert interviews, Desk research, Roland Berger

29

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

It is estimated that 20-40 k passengers per day will use eVTOL transport in 2050 for
which 700-1,400 aircrafts are required, predominantly tilt wing
Market sizing results RAM

Estimation – Assumptions apply1)

Number of movements [k/day]
0%

0%

2%

Number of required aircrafts [k]
10%

20%

50%

100%

0%

0%

2%

10%

20%

50%

20-40

100%
0.7-1.4

150-250 km

100-150 km
12-25

0.4-0.7

Only eVTOL,
excluding
eSTOL and
eCTOL
aircrafts which
are covered in
the Air Traffic
Electrification
case

75-100 km
5-10

0

0

0.5-1

2020

2025

2030

x%

0.1-0.3
50-75 km

2-4
2035

2040

2045

2050

0

0

<0.1

2020

2025

2030

0-0.2
2035

2040

2045

2050

Estimated ramp up to 2050 rate in given year

1) Assumptions include that the adoption drivers (social-cultural, technology, infrastructure, economics and regulation) are fully met, and a 3% switch rate if time is 100% reduced
Source: CBS ODiN 2019, Expert interviews, Uber Air, Distance.to, Desk research, Roland Berger

30

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

The addressable area for eVTOL is between 50-250 km – For Utrecht, cities such as
The Hague, Deventer, Middelburg and Cologne would be in range
Addressable area and associated movements: Regional Air Mobility
Addressable area of a station in Utrecht

Movements in, from and to the Netherlands [m/day]

Netherlands

Rotterdam

Utrecht

50 75
100 km 150 km
km km

3%

1%

1%

<1%

<1%

Utrecht Rotterdam:
48 km

Utrecht The Hague:
60 km

Utrecht Deventer:
85 km

Utrecht Middelburg:
125 km

Utrecht Cologne:
180 km

Utrecht Frankfurt:
330 km

<1%

46.4

Deventer
The Hague

93%

250 km

1.6

Middelburg

0.7

Cologne

Belgium

Excluding air traffic,
only traffic by land of
Dutch citizens in data

0.6
0.3

Germany

France
Frankfurt

Addressable eVTOL

Addressable eSTOL/eCTOL

<50 km

50-75 km

Addressable eVTOL

75-100 km 100-150 km 150-250 km

Addressable eSTOL/eCTOL

0.1

0.1

>250 km

Excluded1)

Not addressable

1) Tours (departure address same as arrival address, e.g., hiking) and movements with intermediate stops (e.g., package delivery) excluded
Source: CBS ODiN 2019, Distance.to, Roland Berger

31

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

20-40 k passengers per day are expected to use eVTOLs by 2050 – The switch rate
is expected to be higher for longer distances as result of higher time savings
Market sizing movements (demand): Regional Air Mobility
Range

Movements
[m/day]

<50 km

46.4

50-75 km

1.6

Assuming adoption
drivers are fully met

Example travel

Typical time
saving

Estimated
switch rate

Est. demand 20502)
[k movements/day]

93%

Utrecht - Rotterdam: 48 km

n.a.

~20%

0%

0

3.2%

Utrecht – The Hague: 60 km

eVTOL3)

~25%

0.5-1%

0.7

1.5%

Utrecht – Deventer: 85 km

eVTOL3)

~25%

0.5-1%

100-150 km

0.6

1.2%

Utrecht – Middelburg: 125 km

eVTOL3)

~50%

1-2%

0.7%

Utrecht – Cologne: 180 km

eVTOL3)

~50%

1-2%

0.2%

Utrecht – Frankfurt: 330 km

eSTOL

~70%

1.5-2.5%

N.a.

N.a.

N.a.

Expected most
(time) efficient
aircraft

Assumptions apply1)

0.3

>250 km

0.1

Excluded

0.1

Source

Substitution
of land traffic
only

Estimation – Assumptions apply

Aircraft type
(most likely)

75-100 km

150-250 km

!

0.3%

Movements in ODiN 2019 (CBS), extrapolated
to entire Netherlands

!

∑ 20-40 k
8-15
4-8
6-12
3-6
1-2

Included in the Air Traffic
Electrification use case (p.37

N.a.
Assuming 3%
switch rate if time
is 100% reduced

1) Assuming pre/post travel 15 min each, lift-off/landing 2 min each, speed 280 (tilt wing) km/h or 450 km/h (eCTOL), compared to car; 2) 2040 for eSTOL; 3) Tilt-wing assumed for eVTOL calculations
Source: CBS ODiN 2019, Expert interviews, Uber Air, Distance.to, Desk research, Roland Berger

32

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

700 to 1,400 eVTOLs are expected for RAM in 2050 based on the estimated 20-40 k
eVTOL movements in 2050
Market sizing required aircrafts (supply): Regional Air Mobility
Range
<50 km

Est. demand 20501)
[k movements/day]
∑ 20-40 k

0

50-75 km

Aircraft type Capacity
(most likely) [passenger]

Occupancy at Turn around
peak
time [min]

Required aircrafts
in 20501) [k]

0

n.a.

n.a.

n.a.

n.a.

0

eVTOL2)

5

67%

30

eVTOL2)

5

67%

30

eVTOL2)

5

67%

30

eVTOL2)

5

67%

30

eSTOL

8

80%

45

N.a.

N.a.

N.a.

N.a.

Expected most
(time) efficient
aircraft

AAMs typically 4-6, Some inefficiency
eSTOL/ eCTOL ~8
in occupancy

0.6-1.2

4-8

0.3-0.6
6-12

100-150 km

0.5-1

3-6

150-250 km
1-2

>250 km
Excluded

Est. peak demand 2050
[k movements/h]

8-15

75-100 km

0.2-0.5
0.1-0.2

N.a.

Source

Estimation – Assumptions apply

~50% of passengers travel within
the 4 peak hours (based on
movements in ODiN 2019 of CBS)

∑ 0.7-1.4 k
0.2-0.5
0.1-0.3
0.2-0.5
0.1-0.3
<0.1

Included in the Air Traffic
Electrification use case (p.38)

Time for charging
(expert interview
based)

1) 2040 for eSTOL; 2) Tilt-wing assumed for eVTOL calculations
Source: CBS ODiN 2019, Expert interviews, Uber Air, Desk research, Roland Berger

33

C

1

Implications for The Netherlands and Western Europe: Regional Air Mobility (use-case)

As an example, effects and considerations of eVTOL as a tourism shuttle to the
Efteling have been assessed – Other use cases (e.g. Wadden) to be assessed
RAM use case specification: tourism shuttle for the Efteling

RAM specification: Efteling
• Efteling has strong growth
ambitions: 7 m visitors/y
– Pre-COVID (2019) 5 m
visitors/y
• Peak periods with 37 k/day
visitors put pressure on nearby
villages and highways
• eVTOL might be a solution
to future congestion
problems
Efteling

Rough estimation – Assumptions apply

Expected VOLUMES on peak days

Key EFFECTS and CONSIDERATIONS

City

Visitor
movements/ Commuter
day total
switch rate

Visitor
movements/ Required
day eVTOL eVTOLs

Amsterdam

3,000

~1%

30

3

The Hague

2,500

~1%

25

2.4

Groningen

500

~1.5%

8

1.1

Almere

750

~1%

8

0.8

Brussels

1,600

~1.5%

23

2.4

Antwerp

650

~1%

6

0.6

Gent

250

~1.3%

3

0.3

86 + 17

9 + 1.4

Total

Assumptions
• 50 k visitors on peak days assumed (in line with growth ambition)
• Movements/day by city based on known NL/BE visitor split and
city sizes (with a correction for distance)
• Only largest cities in NL/BE for which eVTOL safes significant time
given, grey rows excluded in final calculation due to low eVTOLs
• Commuter switch rate, eVTOL movements and required eVTOLs
calculated like RAM eVTOL sizing

86 movements/day by eVTOL will lead to a reduction
of 17 cars / 34 car movements (assuming c.2.5
passengers per car)
Since alternative modes of transport (public
transport, car) also probably depend on renewable
energy sources by 2050
Estimates of AAM energy consumption vary1), but
the range 0.5-1.5 kWh/km seems plausible for a
~100 km distance, a flight between Efteling and
Amsterdam (~80 km) then requires 40-120 kWh,
whereas the trip by electric car requires 17 kWh2)

Flexible allocation: eVTOLs can be used for
intercity/work transport on weekdays, and for
tourism in the weekend
In the calculation a commuter switch rate of ~11.5% was used, switch rate could become larger if
Efteling would focus on eVTOL promotion and offer
combined transport and entrance tickets

1) Depending on source, aircraft type and distance, significant energy consumption during lift-off and landing results in more efficiency on longer distances; 2) Assuming 106 km (distance Google Maps) and 16 kWh per 100 km (Tesla Model 3)
Source: Efteling, Stec Groep, Looopings, Expert interviews, Uber Air, Distance.to, Shashank Sripad et al., Alessandro Bacchini et al., Tesla, Desk research, Roland Berger

34

C

2

Implications for The Netherlands and Western Europe: Air Traffic Electrification (use-case)

Air traffic can be partly electrified by eSTOL and eCTOL to create sustainable
alternatives for conventional air traffic while increasing accessibility
Use-case snapshot: Air Traffic Electrification

AIR TRAFFIC ELECTRIFICATION
Geography

Western Europe

Definition

• International passenger transport from the Netherlands to
North-Western Europe
• Scheduled flights

FLIGHT SPECIFICS
Trip time (max)

Up to 180 minutes

Range (typical)

250-1,000 km

Payload (max)

2,000 kg

Key REQUIREMENTS
VALUE PROPOSITION
• Sustainability: electricity enables renewable energy
• Accessibility: smaller aircrafts and shorter runways allow more destinations
(closer to destination)
• Price: technology might be cost competitive with conventional air
transport
• Comfort: smaller passenger groups reduce check-in time and noise
• Frequency: smaller aircrafts allow for more flights per hour
MATURITY OF ADOPTION FACTORS

Low

High

Regulation & certification
Technology

Speed (max)

Up to 500 km/h

Type of aircraft

• eSTOL (short distance, less passengers, landing near centers)
• eCTOL: longer distances, more passengers)

Infrastructure
Economics1)
Social-cultural factors
Currently (2021)

Source: Expert interviews, Desk research, Roland Berger

Expected (2040)

35

C

2

Implications for The Netherlands and Western Europe: Air Traffic Electrification (use-case)

It is estimated that 4-14 k passengers per day will use eSTOL and eCTOL transport
in 2040 for which 110-310 aircrafts are required
Market sizing results eSTOL and eCTOL
Number of movements [k/day]
0%

0%

30%

80%

!

Uncertainty: adoption strongly
influenced by regulation

Number of required aircrafts [#]
100%
4-14

See eVTOL market
size estimation

0%

0%

30%

Emission reduction [megaton CO2/year]
100%

0%

0%

30%

80%

110-310

Ground transport
>250 km

3-11

80%

Estimation – Assumptions apply

100%
0.08-0.4

800-1000 km

90-250

800-1000 km
600-800 km

0.06-0.33
600-800 km

400-600 km

400-600 km

1-4

30-95

0.02-0.12

250-400 km1)
0

0

2020

2025

x%

Estimated ramp up to 2050 rate in given year

2030

2035

2040

1) Ranges <250 km ignored since air traffic movements in this range are limited
Source: CBS, Expert interviews, CROW, Groene11, Desk research, Roland Berger

Total Dutch
aviation CO2
emission was 12
megaton in 2017

250-400 km
0.0

0.0

2020

2025

2030

2035

2040

Assumption: <600 km: eSTOL (more landing flexibility),
>600 km: eCTOL (less energy consumption)

0

0

2020

2025

2030

2035

2040

Assuming 200 gr CO2/passenger kilometer for conventional airplanes
(rough estimation CROW), no emissions for eSTOL/eCTOL and no
emissions for ground transport (since cars will also be electric)
36

C

2

Implications for The Netherlands and Western Europe: Air Traffic Electrification (use-case)

The addressable area for eSTOL and eCTOL is up to 1,000 km – Cities such as
London, Manchester, Prague and Oslo would be in range
Addressable area and associated movements: Air Traffic Electrification
Addressable area of a station in Utrecht

Movements air traffic from and to the Netherlands [k/day]

Oslo
The Netherlands has multiple
airports from which electrified air
traffic could take place: Schiphol
and multiple regional airports

10-20%

7-13%

7-13%

7-13%

40-70%

NL2) London:
330 km

NL2) Manchester:
480 km

NL2) Prague:
720 km

NL2) –
Oslo:
920 km

NL2) –
Rome:
1,300 km

80-130
20-40

Manchester

London

Estimation – Assumptions apply

250 400
km km

600
km

800
km

>1,000
km

15-25

15-25

15-25

400-600 km

600-800 km

800-1,000 km

Prague

Rome
Addressable eSTOL/eCTOL

Not addressable

250-400 km1)

Addressable eSTOL/eCTOL

>1,000 km

Not addressable

1) Ranges <250 km ignored since air traffic movements in this range are limited; 2) Calculation based on Schiphol
Source: CBS, Expert interviews, Desk research, Roland Berger

37

C

2

Implications for The Netherlands and Western Europe: Air Traffic Electrification (use-case)

The demand in 2040 is estimated to be 2.5-12 k passengers per day based on the
current number of movements and a switch rate between 0% and 20%
Market sizing movements (demand): Air Traffic Electrification
Range

Movements air traffic
[k/day]

250-400 km2)

20-40

10-20%

!

Uncertainty: adoption strongly
influenced by regulation

Example travel

Assumed
aircraft

Estimated
switch rate

NL3) - London: 330 km, 65 min

eSTOL

5-20%

eSTOL

5-15%

eCTOL

1-10%

eCTOL

0-5%

Conventional
aircraft

0%

Assumption:
<600 km: eSTOL (more
landing flexibility),
>600 km: eCTOL (less
energy consumption)

Assumed (excluding
potential regulation
effects)

400-600 km

15-25

7-13%

NL3) - Manchester: 480 km, 80
min

600-800 km

15-25

7-13%

NL3) - Prague: 720 km, 85 min

800-1,000 km

15-25

7-13%

NL3) - Oslo: 920 km, 110 min

>1,000 km
Source

80130

3)
40-70% NL - Rome: 1,300 km, 130
min

Based on 72 m air traffic passengers in the
Netherlands in 2019 (CBS) and ~10% share per
range assumed1)

Time based on current time
required for a direct flight according
(website KLM)

Estimation – Assumptions apply
Est. demand 2040
[k movements/day]
1.5-6

1-3

0.2-2

0-1

∑ 2.5-12 k

0

1) ~15% for 250-400 km assumed because of large volumes between Amsterdam and London; 2) Ranges <250 km ignored since air traffic movements in this range are limited; 3) Calculation based on Schiphol
Source: CBS, KLM, Expert interviews, Desk research, Roland Berger

38

C

2

Implications for The Netherlands and Western Europe: Air Traffic Electrification (use-case)

60-260 required eSTOLs and eCTOLs are expected for Air Traffic Electrification in
2040 based on the estimated 2.5-12 k eSTOL and eCTOL movements in 2040
Market sizing required aircrafts (supply): Air Traffic Electrification
Range

400-600 km

Occupancy at
peak

Turn around
time [min]

eSTOL

8

80%

45

eSTOL

8

80%

45

eCTOL

16

80%

45

∑ 2.5-12 k eCTOL

16

80%

45

Conventional
aircraft

n.a.

n.a.

n.a.

Assuming <600 km
eSTOL (landing
flexibility) and >600
km: eCTOL (range,
energy consumption)

8 for eSTOL assumed,
16 for eCTOL (expert
interview and Desk
research)

Average occupancy of
air flights in 2019
(CBS)

~30-60 minutes for
charging (expert
interviews)

1-3

600-800 km

0.2-2

800-1,000 km

>1,000 km

Capacity
[passenger]

1.5-6

0-1

0

Source

Estimation – Assumptions apply

Uncertainty: adoption strongly
influenced by regulation

Assumed
aircraft

Est. demand 2040
[k movements/day]

250-400 km1)

!

Required aircrafts
in 2040
30-130

30-80

3-30

0-20

∑ 60-260

0

1) Ranges <250 km ignored since air traffic movements in this range are limited
Source: CBS, Expert interviews, Desk research, Roland Berger

39

D. Required actions for the
government and the top
sectors

D

Required actions for the government and the top sectors

The government's key responsibilities are regulation, infrastructure and socialcultural factors while the top sectors must focus on technology and economics
AAM adoption drivers and different roles

1 Socialcultural

2 Technology

3 Infrastructure

4 Economics

Technological
development of the
aircraft, the
propulsion and the
control of it

Development of
infrastructure
(physical and digital)
and ground transport
integration

Development of unit
economics compared
to alternatives

&
5 Regulation
certification

Criteria

Match with values,
views, expectations
of consumers, citizens
and other stakeholders

Role

Government1)

Government1)

Government1)

Government1)

Government1)

Top sectors

Top sectors

Top sectors

Top sectors

Top sectors

Leading role

Maturity of AAM
regulation and
certification across
regions

Smaller role (incl. no role)

1) Most likely via the Ministry of Infrastructure and Water Management
Source: Desk research, Expert Interviews, Workshops, Roland Berger

41

D

Required actions for the government and the top sectors

There is a longlist of actions required to successfully develop Advanced Air Mobility
in The Netherlands and Western Europe
Identified actions
Socialcultural
factors

Technology

Infrastructure

Leading role

1

2

3

• Facilitate public debate on AAM (e.g. by bringing the right
parties together and communicate/inform about the topic)
• Engage with local communities and end-users to grasp
everyone's interests and opinions
• Enlarge capacity at the Ministry and provinces to increase
knowledge
• Ensure a human capital agenda to develop talent required for
AAM (e.g. engineers)
• Work with high tech (e.g. HTSM1), energy, aviation and
automotive industries to promote innovations in new aircraft
technologies, lightweight materials and rapid aircraft charging
• Monitor technological developments (e.g. hydrogen and efuels) to ensure usage of latest innovations
• Ensure knowledge development by building documentation
• Determine required infrastructure (e.g. vertiports, energy
infrastructure) through the Netherlands that supports the
realization of required infrastructure (incl. retaining current
infrastructure)
• Examine how to integrate different air traffic types (i.e.
slower vs fast air traffic: AAM vs. conventional aircrafts)
• Realize hubs (e.g. vertiport Twente)
• Connect stakeholders to interlink road traffic and AAM
• Leverage strong position of The Netherlands in specific
areas (e.g. charging infrastructure)

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Economics

Regulation 5
&
certification

Overarching
Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

4

1-5

• Stimulate (technology) investments into the field of AAM
• Support innovations and scale to make AAM more costcompetitive versus other mobility types (e.g. via subsidies)

Gov.

Top sec.

Gov.

Top sec.

• Organize international collaboration to ensure safely adapting
AAM aircraft certification and to develop AAM airspace
policies and regulation
• Ensure capacity at the regulatory bodies (e.g. EASA) to
smoothen and accelerate the regulatory approvals
• Specify required certifications and regulations for AAM to be
in The Netherlands and Western-Europe (e.g. eco-slots for
part of the flight movements)

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

• Develop scenarios in more detail to define how and when
AAM affects decision making (incl. effects of potential closure
of airports on success of AAM)
• Support the development of the AAM ecosystem
• Strengthen the position of the Netherlands, but cooperate
internationally to leverage knowledge
• Identify the added-value of each top sector to AAM
• Determine the government's directing function

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Smaller role (incl. no role)

1) High Tech Systems & Materials
Source: Desk research, Expert Interviews, Workshops, Roland Berger

42

D

Required actions for the government and the top sectors

Concrete next steps are identified for the government and top sectors to accelerate
development of Advanced Air Mobility in the short-term
Concrete next steps for the government and top sectors
Program further research on AAM

• Determine the government's directing function and long-term goals

Gov.

Top sec.

• Define how and when AAM affects decision making

Gov.

Top sec.

• Explore other use cases for AAM (e.g. Waddengebied)

Gov.

Top sec.

• Facilitate public debate on AAM, by communicating and informing about the topic

Gov.

Top sec.

• Engage with local communities and end-users to grasp everyone's interests and opinions

Gov.

Top sec.

• Align ambitions with values, views, expectations of consumers, citizens and other stakeholders

Gov.

Top sec.

• Identify the added-value of each top sector to AAM
• Triple Helix – academia and knowledge institutes, industry and government
• Support development of the AAM ecosystem

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

• Support innovation to accelerate AAM development by subsidies
• Map existing subsidies that can be used for AAM
• Stimulate (technology) investments into the field of AAM

Gov.

Top sec.

Gov.

Top sec.

Gov.

Top sec.

Develop required AAM regulations with
EASA

• Dutch government can take the lead in Europe regarding AAM regulation & certification

Gov.

Top sec.

• Ensure uniform regulations within Europe

Gov.

Top sec.

Map infrastructure requirements for AAM
in NL

• Determine required infrastructure through the Netherlands

Gov.

Top sec.

• Build a roll-out plan that supports the realization of required infrastructure

Gov.

Top sec.

Research public opinion on AAM

Bring together relevant stakeholders to
accelerate AAM technology development
Stimulate research on AAM

x

Leading role

x

Smaller role (incl. no role)

Source: Desk research, Expert Interviews, Workshops, Roland Berger

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