Integrating Urban Air Mobility into smart cities: a

proposal for relevant use cases in the next decades

V. Di Vito1*, B. Dziugiel2, S. Melo3, J. ten Thije4, G. Duca5, A. Liberacki2, H.
Hesselink4, M. Giannuzzi6, A. Menichino1, R.V. Montaquila1, G. Cerasuolo1 and
A. Witkowska-Koniecz7
1
CIRA, Italian Aerospace Research Centre, Capua, Italy
2
ILOT, Łukasiewicz Research - Institute of Aviation Network, Warsaw, Poland
3
CEiiA, Centre of Engineering and Product Development, Porto, Portugal
4
NLR, Netherlands Aerospace Centre, Amsterdam, The Netherlands
5
ISSNOVA, Institute for Sustainable Society and Innovation, Naples, Italy
6
DTA, Aerospace Technology District, Brindisi, Italy
7
GZM, Górnośla˛sko-Zagłe˛ biowska Metropolia, Poland

Abstract
Purpose: Urban Air Mobility (UAM) development and deployment into future cities is
gaining increasing and relevant interest in the last years. This conceptual papers reports
the high-level description of the most relevant UAM application Use Cases emerging
from the research activities carried out in the ASSURED UAM project.
Design/methodology/approach: The UAM application Use Cases have been obtained
from the ASSURED UAM project dedicated activities that have been carried out to,
first, develop suitable operational concepts for Urban Air Mobility (UAM) deployment
in the next decades and, then, to further refine and design the most relevant Use Cases
for UAM deployment in the next decades, leading to the public issue of dedicated
overall document.
Findings: The ASSURED UAM Use Cases for UAM deployment in the next decades
encompass both public (point-to-point, point-to-everywhere, direct medical transport of
people) and private (direct last-mile delivery, advanced last-mile delivery, automatic
personal aerial transportation) services applications, evolving in incremental way over
time according to three considered time horizons (2025, 2030 and 2035), towards
progressive integration into metropolitan transport system.
Originality: This paper provides final outline of the ASSURED UAM Use Cases (UCs),
starting from the analysis of overall identified possible UAM applications, focusing on
the description of the six main UCs considered as relevant for the application under the
wider societal benefits point of view. The Use Cases are described in terms of expected
operational environment, needed technological enablers, and envisaged regulatory
implications.
Keywords: Urban Air Mobility (UAM), Air Traffic Management (ATM), Social
Acceptance, Safety, Sustainability, ATM Operations, Unmanned Traffic Management
(UTM), U-space, drones.
Paper type: Conceptual paper.

*
Corresponding author. e-mail: v.divito@cira.it
1. Introduction
Urban Air Mobility (UAM) will represent additional alternative for transport into future
big cities over the next decades, allowing for accommodation of always increasing
requirements and constraints that environmental pollution issues, due to always
increasing traffic congestions and related emissions, are imposing [1]. Along with the
dedicated researches aimed to create appropriate operational environment for such new
transportation alternative in air [2][3], many research and development activities are and
have been devoted to this topic and, in this framework, the ASSURED UAM
(Acceptance, Safety and Sustainability Recommendations for Efficient Deployment of
UAM) project [4][5] has been funded by the European Commission Horizon 2020
programme. The project was successfully concluded in the year 2023, providing cities
with knowledge concerning deployment of UAM services and definition of necessary
standards and recommendations assuring common acceptance, safety and sustainability
within integrated metropolitan transport system for the three time horizons (2025, 2030
and 2035) addressed in the studies.
The project study logic encompassed first the development of the Concept of Operations
(ConOps) for Urban Air Mobility (UAM) deployment in the next decades, as reported
in dedicated reference papers. Such studies and related issued ConOps led to: 1) the
identification of the most relevant and promising technologies that can enable the UAM
implementation over the next decades [6]; 2) the outline of the regulatory framework in
which the UAM will be shaped [7]; 3) the outline of the most relevant aspects and
constraints affecting the UAM deployment [8][9]; 4) the outline of the foreseen UAM
concept of operations and of the most relevant use case that are expected to be
implemented in the cities over the three considered time horizons [8][9].
Based on that, further refinement and detailed design of the most relevant use cases for
UAM deployment in the next decades has been carried out. It is worth emphasizing that
the definition of the Use Cases properly considered also the aspects related to future
multimodal transport alternatives availability and, to this aim, the activities were
conducted in parallel and in cooperation with the SESAR JU funded project X-TEAM
D2D (Extended Air Traffic Management for Door-to-Door travel) [10]. The cooperation
led to useful and very productive cross-fertilization when addressing the UAM
integration into overall multimodal transport network related aspects, as discussed in the
reference papers from [11] to [16].
This further paper adds to the foundation established by the earlier works that have been
following the development of the ASSURED UAM project activities execution. It is
specifically aimed to outline the ASSURED UAM designed use cases, starting from the
analysis of overall identified possible UAM applications (section 2) and, then,
specifically focusing on the description of the six main use cases considered as relevant
for the application under the wider societal benefits point of view (section 3). In the
paper, such main use cases are described and their specificities in terms of expected
operational environment, needed technological enablers, envisaged regulatory
implications, and so on, are also reported and commented.
The complete collection of the project's reported outcomes that are applicable to the
topics addressed in this report is made publicly accessible through the deliverables listed
in the references from [17] to [21], which can be downloaded from the project website
[4], where the full set of the project produced deliverables is available.
All the works carried out in the project, and so the related outcomes in terms of UAM
most probable Use Cases up to 2035 time horizon here described, properly considered
applicable inputs that were identified in similar research activities carried out in the
international framework, as for instance in the references from [22] to [29] as well as in
many other reference papers as specifically reported in the project deliverables indicated
from [17] to [21].

2. UAM Concept of Operations definition studies and main UAM

applications
The main motivations for UAM deployment are illustrated in Figure 1:
• the global trend of rising urbanization that has been seen since at least the
middle of the 20th century;
• the ever-increasing pollutants emission due, for instance, to commuters using
cars or buses;
• the ongoing increase in traffic jams on the roadways of all the most populated
cities;
• the increase of carbon dioxide emissions, primarily attributable to
transportation by vehicle.
The idea of adopting electric-based transportation in metropolitan settings by utilizing
the third dimension, i.e., vertical mobility, emerged in response to the existence of such
significant drivers and the population's steadily growing sensitivity to themes of health
and environment preservation.
As a result, an evaluation of the current and potential technologies that can support UAM
has been carried out as part of the ASSURED UAM project. It is obvious that such novel
transport methods must first be supported by the appropriate technology. Overall, due
to the potential exploitation of technologies already taken into account in the area of
unmanned aerial systems (UAS) and remotely piloted aircraft systems (RPAS), the
enabling UAM technologies have matured to a good degree, but not enough to allow for
their immediate deployment into service.
Short Take-Off and Landing (STOL), Vertical Take-Off and Landing (VTOL), Personal
Air Transport System (PATS) vehicles as well as cargo drones are the primary
aeronautical technologies for UAM-based transport applications. Their most likely and
appropriate powertrain technologies are electric engines fed by batteries or by fuel cells.
For both such energy sources, first of all batteries, the availability of high-density
storage capable technologies, envisaged by 2030, represents a key enabler for massive
implementation. In this way, such vehicles will be powered with low or zero emission
propulsion systems that are able to assure proper range and endurance performances for
real world effective application. On the contrary, hybrid-electric propulsion employing
traditional gasoline for the thermal energy provision appears to be severely constrained
by the current and future pollution limits that will limit or prevent its use by 2035. As a
tangible result, the most appropriate option is anticipated to be electric VTOLs
(eVTOLs).
 Figure 1. UAM implementation drivers
In terms of vehicles configuration, then, the main considered alternatives are multirotor
systems, decoupled propulsion, tilt-rotor. In selecting them, noise consideration too has
to be taken, because noise associated with the selected configuration is anticipated to be
a significant concern: to have real possibilities of application over the existing
helicopters, eVTOLs noise emissions are requested to be 15 decibels (dB) below
existing light helicopters (i.e. 70 dB at 500 feet vs 85 dB). For passengers’ transport,
their needed payload would range from 100 kg (assuming one passenger onboard) to
960 kg (assuming nine passengers and luggage onboard). It is finally obvious that
acceptance of eVTOLs operations is subject to assurance of safety level not lower than
the typical ones of general aviation aircraft. In their operations, then, eVTOLs are
expected to be operated as fleets owned by companies, which will act as service
providers and will have the possibility to lower the purchase cost per vehicle.
Finally, the operations of UAM into lower airspace will require existence of dedicated
U-space services [2][3], whereas the practical deployment of the services to passengers
will need to be assured by physical infrastructures, the so-called vertiports. The
communications will need to be assured by the presence of high bandwidth ICT
infrastructures, which will follow an incremental deployment path that will advance
gradually toward its final 2050 vision. The total findings of the ASSURED UAM
technological readiness investigations are provided in [6], [9] and Errore. L'origine
riferimento non è stata trovata..

3. ASSURED UAM Use Cases

Many applications of drones in general can be envisaged over the next decades and in
the following Table 1 the most credible ones that can be currently identified are
indicated.
Table 1. Most relevant drones perspective applications

Drones’
Description
application

Transport of Rapid delivery of packages from local distribution hubs to a

goods dedicated receiving location (e.g. last mile goods delivery or in
 wide area). Deliveries could be unscheduled and routed as
online orders are placed.

Resembles current public transit options such as subway and

Transport of buses with scheduled operations or on-demand door-to-door.
people Vehicles could be autonomously operated and can accommodate
2 to 5 passengers at a time.

In the event of an accident, the UAM air ambulance allows the

patient to be transferred to the hospital quickly, avoiding city
Air ambulance
traffic which could be crucial to guarantee treatment in the
shortest possible time.

In the event of an accident, both medicines and health

Emergency
equipment can be sent to the scene, reducing the risk of
supply delivery
complications for the injured person.

The transport of organs is a very critical thing for the salvation

Transport of of the patient who must receive it, and in these cases the
organs timeliness guarantees both the survival of the organ and of the
patient.

Assist in case of emergency situations, by saving workers' lives.

Ability to provide a safer birds eye view of a situation allowing
to get a better overview and understand what is required before
Search and rescue going in person. Collecting evidence used to analyze the scene
in case of disaster of an accident. Identification of people under the rubble, and
provision of info to the teams in charge of the appropriate areas,
thereby reducing the recovery time of people and safer
operations for rescuers.

Inspections of industrial plants and infrastructures, with

Infrastructure
particular attention to telecommunication infrastructures,
inspections
bridges, viaducts, overhead lines for the transport of energy, etc.

By precision agriculture it is meant the set of decisions obtained

through a site-specific approach of the integrated use of multiple
Precision
sensors at very small local scale (RGB, multispectral,
agriculture
hyperspectral, thermal). This is applicable to the management of
green urban areas.

A wide set of sensors will allow the monitoring of

environmental abuses, providing the various authorities
Environmental
information on abuses and illegal actions. Sensors will improve
monitoring
the local monitoring of environmental data for human health
(local heat waves, pollen, pollutants).

Land and UAM will allow more precise and cheaper photogrammetry
buildings application, as a technique that allows to metrically determine
monitoring the shape and position of objects, starting from at least two
 distinct frames showing the same object (Stereoscopic Pair).
This technique is used in cartography, topography and
architecture to observe buildings and land changes over the time.

Based on the primary UAM cargo and passenger mobility services identified categories,
the most relevant Use Case scenarios were defined in ASSURED UAM, including the
description of the expected operations, involved actors, regulations and procedures. The
Advanced Air Mobility (AAM) concept emerged, by incorporating Use Cases not
specific to operations in urban environments, such as commercial use (intercity and
intra-city), cargo delivery, public services, and private/leisure vehicles. Because of this,
the AAM encompasses the broadest range of opportunities in passenger and cargo
transport in urban and peri-urban areas, including the consideration of VTOL and
eVTOL efficiency, safety, and eco-friendly people and goods transport in the field of
logistics in a new scale of the urban transport. In the project, therefore, a selection of the
Use Cases that are indeed applicable to urban mobility scenarios and that can have
relevance for the public utility and services has been carried out. This means that, among
the initially examined main possible UAM applications, collected in the previous Table
1, a subset considered as more relevant under the indicated perspective has been selected
and studied in details. The logical study approach encompassed three steps:
Step 1 – The overall set of main UAM perspective applications considered included:
• Cargo applications: transport of goods, transport of organs, emergency supply
delivery;
• Passengers applications: transport of people, air ambulance, search and rescue
in case of disaster;
• Other applications: infrastructure inspections, precision agriculture,
environmental monitoring, land and builds monitoring.
Step 2 - After first examination, only the cargo and passengers’ applications were
retained for further studies in the project (Figure 2), being the other applications not
relevant in terms of possible everyday applications and/or public benefit related
applications. For instance, infrastructure inspection is neither executed on daily basis
nor aimed to provide a transport service to general public, so it is not relevant for
integration of UAM into cities. Similar considerations apply to the applications above
referred as “other applications” and to search and rescue in case of disaster, which is
inherently and luckily a very specific and sporadic mission type.

Figure 2. Cargo and Passengers UAM applications

Step 3 – Among the cargo and passenger applications, then, the most relevant were
further examined and the related Use Cases were defined in details, as indicated in the
following Figure 3.
 Figure 3. ASSURED UAM developed Use Cases up to 2035 time horizon
For each of the most probable Use Cases within the three time horizons addressed in the
project (2025, 2030, 2035) indicated in Figure 3, detailed studies were carried out in
order to describe them in terms of applicable aspects of interest, such as: type of
operation, evolution of Technology Readiness Level (TRL), expected regulations,
differences in terms of payload size and type, maximum flight distance, mission profile,
required U-space services level, flight mode, regulatory framework, operations
management, UAS configuration and components, ground infrastructure, ICT solutions
and integration aspects within surface transport modes.
The ASSURED UAM project defined Use Cases for UAM applications into cities up to
2035 time horizon are referred to three evolutionary time horizons, whose framework is
outlined below.
2025 time horizon - First considered time perspective for definition of Use Cases. They
are expected to be devoted mainly to gathering first experiences during deployment of
simple, safe and small-scale, local test operations, supported by leading IT, logistics and
warehousing companies as well as public entities for public high-priority services. Since
these operations are the first step to gather more information for larger scale or high-risk
operations, mitigations can be applied to allow the flights to be operated in the “specific”
category. The “specific” category uses the SORA to determine the risk of the operation.
Since the operations will be in urban environment, it is assumed that these UCs will fall
in the medium risk (SAIL 3 & 4) or high risk (SAIL 5 & 6) after applying mitigations.
For the medium risk, the manufacturer of the UAS may apply to EASA for a design
verification report or a Type Certificate (TC), issued according to Part 21 (EASA). For
a high-risk operation, a TC issued by EASA is mandatory. Within the “specific”
category, the operator must apply for an authorization to the National Aviation Authority
(NAA) for each operation. Using a LUC (Light UAS Operator Certificate) the operator
may also self-authorise operations without applying for an authorization to the NAA.
The operations that can be self-authorized depend on the privileges the NAA has
assigned to the organisation.
2030 time horizon – Intermediate time horizon. It is expected that initial drone transport
applications active since 2025 will provide sufficient experiences enabling launching of
more complex types of operations. Unmanned transport of passengers will not be
available yet; however, it is predicted that first VTOL aircraft will complete certification
process and be allowed to operate according to regulations which are applicable for
manned aviation. Therefore, UCs allocated to 2030 time-horizon are exclusively
concerning cargo transport. Since the UCs for this time horizon are suspected to operate
using cargo drones and, therefore, larger UAS, mitigations applied to these operations
will not be sufficient to be able to operate within the “specific” category. Therefore, the
operation falls within the “certified” category and the UAS must hold a TC issued by
EASA and the operator must be certified.
2035 time horizon – Final time horizon considered in the ASSURED-UAM project. It
is expected that unmanned transport of goods will achieve the maturity level allowing
for more stable, however still increasing, market share. This is also the earliest
considered perspective the unmanned passenger operations will be allowed from/to
urban areas in Europe, however in limited and not commercial manner. Since the UCs
for this horizon are expected to involve the transport of people, the operation
automatically falls within the “certified” category. The UAS and the UAS operator must
therefore be certified.
In the framework of the three time horizons described above, the defined Use Cases, for
each time horizon and type of service, designed in ASSURED UAM are in total six, as
described in the following.
• UC2025|1 – Direct last-mile delivery (Private Services)
It is one of the first drone transport operations that is typically thought to be used in
urban areas. Due to the mission's relative simplicity, it enables the gathering of first
experiences required for operations that are more complicated and focused toward actual
market needs (advanced last mile deliveries). Initial automated operations are
anticipated to be overseen by a human operator during test implementation. Simple local
transportation of small, light packages from a predetermined distribution point to final
locations that is driven by business needs, intended to replace underutilized cars and
light trucks employed for courier deliveries.
The area that is covered includes the downtown/city center (where residential and
commercial activities take place), densely populated residential neighbourhoods close
to the city center, and suburban shopping and commercial districts. The main area of
activity is anticipated to be focused on less demanding environments with regard to
aerial obstacles, flight conditions, and constraints.
UAM is characterized by private logistics services for small businesses (big malls in
suburban skirts and small business areas in the city centre). Operations will include
parcel lockers on the rooftops of public or private buildings or in a designated public
space area, which make up the last mile of the city's intermodal logistic hub. The place
where the flight ends is not surrounded by a lot of people.
• UC2025|2 – Point-to-point public services (Public Services)
It carries out high-priority public service-related task within the context of a public-
private partnership, enabling operations that are burdened by increased business risk but
are nonetheless in the public interest (i.e., medical transport of blood, medicines,
medical samples, or other light loads). Operations closely link public management sites
like hospitals, labs, or other organizations providing public services.
With the support of a hospital intermodal logistic hub and a helipad at a local medical
service facility situated in a low-density populated area, the UC provides healthcare for
large hospitals, healthcare campuses, and local medical services (pharmacy, medical
clinic).
• UC2030|3 – Advanced last mile delivery (Private Services)
Last-mile deliveries, but more complicated than in the UC2025|1 and able to deliver
multiple packages in a single trip, thanks to the employment of larger carriers. Fully
automated processes will still require human supervision, but there will be a lot less need
for human intervention, allowing for a higher volume of activities.
Downtown and city center (residential and business functions), densely populated
residential neighbourhoods close to the city center, suburban shopping and commerce
areas connected to big malls in suburban skirts, and small business areas in the city
center are served by private logistics services based on a last mile city center intermodal
logistics hub, parcel lockers spread out in the rooftop of public or private buildings, or
in a designated open public space.
• UC2030|4 – Point-to-everywhere public (Public Services)
The high level of public interest in tasks related to high-priority public services (complex
and risky tasks, like medical transport of first aid supplies, blood, medications, medical
samples, or other light loads that can be given directly to or from the accident site) makes
possible riskier operations that are intended to directly connect public management
points like hospitals, laboratories, or other entities, to accident sites whose location is
not pre-determined, as obvious.
The applications cover large hospital campuses, any locations in served zones of the city
that provide healthcare, public safety, and emergency management, as well as any open
space on the ground or in elevated structures (as long as it satisfies the minimal safety
standards for take-off and landing).
• UC 2035|5 – Direct medical transport of people (Public Services)
In the beginning, direct test operations are supervised by a human operator within a
single metropolitan area, enabling the unmanned medical transport, between hospitals,
of qualified passengers/patients who will not need medical assistance during flight,
providing in this way fast and direct healthcare services between large hospital
campuses using, hospital heliports for flight take-off and landing.
This kind of application will make it possible to get the knowledge needed to replace,
over time, conventional helicopter emergency medical services with more sophisticated,
commercial unmanned passenger transport operations.
• UC2035|6 – Automatic personal aerial transport (Private Services)
Aircraft concepts that are expected to be certified and available on the market by 2035
will enable air vehicles to access densely populated regions while coexisting with
unmanned aircraft. Only optionally manned aircraft in automated flight mode (autopilot
engaged) will be permitted to enter U-space managed airspace, paving the way for the
subsequent future era of completely autonomous passenger operations. However,
entirely pilotless missions will not be still feasible up to 2035 time horizon.
Based on a multimodal transport hub that includes heliports close to the railway station,
ports, and airports, connected to the urban road, rail, and water transport to deliver events
and tourism passengers to the destination heliport, the operations, initially assisted by
human pilot in the aircraft, will be permitted to take-off and land in mixed traffic
airports/vertiports, in an automatic manner.

The following Table 2 summarizes the deployment objectives for Use Cases for each
considered time horizon up to 2035 scenario.
 Table 2. Use Case deployment objectives
Deployment Aim 2025 2030 2035
Small-scale special and
Small Scale of
Regular goods, up to regular personal
goods up to 30km,
50km, AI supervised, transport of passengers,
Mission Definition man supervised,
Automatic plan and up to 400km, AI+
manual plan,
flight supervised, Automatic
automatic flight
plan and flight
VTOL, ultralight fixed
UAS Specification VTOL VTOL
wings
Unprepared public
Infrastructure Public Public/private
locations

4. The 2050 outlook

Based on the identified use case up to 2035, it results that cargo applications are expected
to be completely deployed by 2030, whereas initial test applications for passengers
transport will be in place by 2035.
As indicated in section 1, then, ASSURED UAM worked in parallel and close
cooperation with X-TEAM D2D project, where the covered time horizon was up to
2050. X-TEAM D2D studies predict that the people-transport applications will reach
full maturity by 2050 and some relevant considerations that have been incorporated into
ASSURED UAM in terms of outlook for UAM beyond the project scope are
summarized in the following:
• It is reasonable to assume that unmanned passenger transport will be possible
in a mature way in 2050 (beyond the 2035 time horizon considered in the scope
of the ASSURED UAM project).
• By 2050, suitable architecture of overall intermodal transport system will have
been implemented.
• Many possible modes of transport will be available in this timeframe, where
clearly UAM plays a crucial role.
• A Total Traffic Management (TTM) system is envisaged, as an extended ATM
operating concept for passenger services, addressing the integrated mobility
service, as depicted in the following Figure 4.
• U-space complete services will be available at this time. Cooperative
Intelligent Transport Systems (C-ITS) will use all aspects of cooperative,
connected and automated vehicles. Mobility-as-a-Service (MaaS) will be
possible for every traveller, including the flight segment.
 Figure 4. Total Traffic Management concept (2050 time horizon) from the X-TEAM
D2D project [16]

5. Conclusions
The ASSURED UAM project designed the Concept of Operations for the integration of
UAM into urban and peri-urban mobility system, according to multiple time horizons
(5, 10, and 15 years). Based on the designed ConOps, six incremental main use cases
(UAM operational models), two for each considered time horizon (2025, 2030 and
2035), have been defined, relying on the fundamental assumption that public services
will be the booster for implementation of UAM on wide scale, thanks to the inherent
support to public acceptance due to the acknowledge of public utility of the initial UAM
related applications. Private services will start from logistics perspective and, then, once
consolidated, and thanks to public services support to public acceptance, will move
towards passengers transport, which will be only initially tested by 2035 and is expected
to be fully matured by 2050 time horizon.
In this paper, an outline of the ASSURED UAM designed use cases has been provided,
starting from the analysis of overall identified possible UAM applications and, then,
specifically focusing on the description of the six main use cases considered as relevant
for the application under the wider societal benefits point of view. These use cases have
been briefly described and their specificities in terms of expected operational
environment, needed technological enablers, envisaged regulatory implications, and
main technical aspects have been outlined.

Acknowledgements
ASSURED UAM project has received funding from the European Union’s Horizon
2020 research and innovation programme under grant agreement No 101006696.

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