An Index Identifies Likely Leaders In The Race To Design Advanced Ground Infrastructure For Air Mobility

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When Kevin Costner's lead character in Field of Dreams whispered "if you build it, they will come," the ghostly voice persuaded him to turn an Iowa cornfield into a baseball park. In their efforts to establish the vertiports and other infrastructure needed to start operating eVTOL air taxi operations, multiple advanced air mobility (AAM) pioneers are channeling this message.

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An opportunity/chicken-and-egg dilemma. Moreover, can the infrastructure be built in time for some eVTOL aircraft developers to meet their promises about revenue flow by 2024, with the full cooperation of all stakeholders?

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As part of its new AAM Infrastructure Readiness Index, SMG Consulting has started tracking new aircraft programs and assessing the prospects for ground infrastructure specialists. In the coming weeks and months, it plans to add plenty more, including Ferrovial, Urban Blue, Urban Air-Port, Skyports, and Skyportz.

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Based on a scale of 0 to 10, SMG independent analysts grade contenders based on the following criteria: funding, leadership quality, partnerships established to complete the planned AAM ecosystems, regulatory progress, and deployment progress of their vertiports. In terms of funding and experience, Ferrovial, a Spanish rail and airports infrastructure group, is currently ahead of its four rivals, which includes Lilium and Vertical Aerospace.

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Los Angeles and Paris, followed closely by Singapore and others, are the best places to see the first eVTOL air taxi services, but he says developing the necessary infrastructure is a challenge. Companies tend to look at their share of the pie, but the crux of the problem is that it's a collective effort," he told Rich Report. A building is required, a permit is required, and you must deal with city politics, charging, and ground handling as well. The initial state is often confused with the final state."

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What is the purpose of eVTOL manufacturers getting involved with vertiports? In addition, airlines do not build or operate airports, so how can multiple operator-specific facilities be justified?

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In Cecutta's view, manufacturers need to be involved because no one knows these vehicles and their needs like they do. It isn't viable to have branded vertiports since cities don't want to deal with dozens of companies."

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In downtown Los Angeles, many buildings are equipped with heliports, and early AAM operations will come from existing airports.

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The SMG believes a lot more work needs to be done to ensure energy grids are capable of supporting aircraft recharging. Furthermore, the company believes established, well-connected infrastructure providers may have an edge in public affairs engagement with stakeholders.

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What about the phrase "if you build it, they will come"? When the first vertiports open, how do we know that passengers will actually fly? Are travelers interested in this? Has anyone asked them?

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According to Cecutta, urban air mobility is driven more by push demand ("you need this, people") than pull demand ("we must have this"). According to him, as with early ridesharing apps, fares will be kept low through subsidies to attract consumers, and companies will need to have a clear understanding of infrastructure costs.

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