Since the 2009 launch of the Airport Carbon Accreditation programme by Airports Council International, the primary global carbon management certification for airports has grown rapidly in line with industry decarbonization goals of Net Zero by 2050.
In 2026, that number of airports signed up and actively engaging in decarbonization plans has progressed to 663, spanning 94 countries and accounting for 56.5% of global air passenger traffic.
During the historic 2021 IATA Annual General Meeting in Boston, USA, where IATA member airlines committed to achieving net-zero carbon emissions by 2050, Director General, Willie Walsh said, “With the collective efforts of the entire value chain and supportive government policies, aviation will achieve net zero emissions by 2050.”
Decarbonising offers airports a range of benefits, according to a 2021 report by the Airport Cooperative Research Program – including improved public relations, bond rating, employee health and relations as well as energy resiliency and efficiency. It also mitigates the risk and associated costs from increased carbon pricing mechanisms in markets globally and can increase business and partnership opportunities with stakeholders.
In addition, if climate pledges are not followed, the United Nations Environment Programme predicts that the Earth may warm between 2.5°C and 4.6°C degrees within this century and the effects of climate change could potentially slash global GDP by half between 2070 and 2090. Moreover, climate change is making clear-air turbulence more likely, posing a direct physical hazard to the aviation industry.
How can airports decarbonise?
Airports will need renewable energy, efficient warehouses, sustainable construction and improved infrastructure for cleaner cargo operations.
Emissions from airports fall under three categories:
Scope 1 emissions: These are direct greenhouse gas (GHG) emissions from sources under operational control of the airport. As per the ACA, this includes stationary combustion emissions, mobile combustion emissions, fugitive emissions and process emissions of airports.
Scope 2 emissions: These are the indirect emissions from purchased electricity and energy for heating, steam and cooling. Using renewable, zero-carbon energy sources for the airport’s electricity results in lower Scope 2 emissions. For example, Kochi International Airport in India, opened in 2015, is completely solar-powered thanks to solar plants installed on the roof of the arrival terminal plant and a nearby hangar facility.
Scope 3 emissions: By far the largest percentage of emissions are from indirect value chains of suppliers and consumers. This also includes the emissions of all the flights that arrive and leave the airport. According to the ACA, an airport’s Scope 3 includes emissions from the waste generated in operations, business travel, employee commuting and home office, the use of sold products (including flight emissions) and downstream leased assets.
The ACA’s recommendations for decarbonizing airports span ensuring low-emissions buildings, insulation, optimizing energy consumption, reducing waste to switching to renewable energy use.
Other avenues for airport decarbonization include using low-GHG fuels and electricity. Combating one of the main sources of airport emissions – fleet vehicles – can be tackled by using alternative fuels such as hydrogen or biogas and modernizing fleet vehicles. Similarly, deploying low or no-emissions Ground Support Vehicles such as hybrid and electric tugs and baggage loaders also help lower Scope 1 emissions.
Developing more efficient infrastructure and operations is a central aspect of the industry’s decarbonization plan. According to IATA, efficiency improvements are estimated to account for 3% of the 1.8 gigatons of carbon required to be mitigated by 2050 to reach the IATA goal.
Airports also invest in high-quality, CORSIA-accredited carbon credits to offset emissions that cannot be abated.
Global airports are accelerating decarbonisation strategies
Airports globally are deploying multi-faceted strategies to improve efficiency and decarbonise operations.
For example, in 2024, Dubai Airports achieved Level 4 ‘Transformation’ accreditation under the ACA’s programme, joining the top 5% of ACA-accredited airports worldwide. The journey to achieving this milestone included a comprehensive building and lighting retrofit and rooftop solar integration project with Etihad Energy Services, reducing dependence on non-renewable energy sources and transitioning dnata’s non-electric airside fleet to a biodiesel blend in partnership with dnata and Emirates National Oil Company. The airport also implemented a food waste treatment plan that cuts landfill waste by 60%, working with the BEE’AH Group.
Emirates also procured over 28,000 tonnes of SAF in 2025-2026 and the UAE’s National Hydrogen Strategy 2050 aims to strengthen the country’s position as a producer and supplier of low-emissions hydrogen by 2031, is also geared to help reduce emissions in hard-to-abate sectors such as air transport.
In the Middle East, over 93 airports are signed up to the ACA programme. The upcoming King Salman International Airport in Riyadh, Saudi Arabia is not only expected to be one of the world’s largest airports – covering 57 square kilometres, but will be powered by renewable energy and is targeting a LEED Platinum certification by taking into account embodied and operational carbon. Earlier this year, a collaboration to deploy low-carbon concrete to build the airport was announced.
In the EU, more than 300 airports are signed up to the ACA programme and the OLGA project is set to deliver environmental efficiency actions in three key areas – flight operations, passenger and cargo transport and community and territories. This includes increased availability of SAF for airlines, and building hydrogen fuel infrastructure for ground vehicles and aircraft. In 2019, 50 EU airports were reported to be carbon neutral.
The first UK airport to commit to net zero operations by 2030, Bristol Airport, announced a £10 million investment this year into a new energy centre for air source heat pumps that will remove gas boilers from the terminal. The key pillars of their decarbonisation plan includes decarbonising buildings, a transition to electric vehicles and investing in renewable energy.
Flight emissions remain hard-to-abate
Airports are expanding globally to meet the rising demand for travel, e-commerce and cargo. While Scope 1 and Scope 2 emissions are being targeted for reduction in the ACA’s programme and global measures are underway to decarbonise, the bulk of aviation emissions, however, lie in the arena of flights.
ACA’s Level 4 and above requirements include complete reporting of Scope 3 emissions but it is not included in the emissions reduction target. As reducing Scope 3 emissions is currently voluntary, while flights and airports expand – emissions will continue to increase.
Increased usage of SAF, alternative low-carbon fuels and electric aircraft is required for significant cuts in flight emissions. Usage may also need to rise rapidly in order to offset the expansion – and higher emissions – of airports and flights. Nevertheless, with increasing investments in improved efficiency, renewables-powered airports, decarbonized buildings, electric fleets and high-quality carbon credits, airports can accelerate the industry’s path to net zero.
The post More Cargo Airports are Building Runways to Net Zero appeared first on Air Cargo Week.
Go to Source
Author: Edward Hardy
