Airport Electrification Enters a New Phase as Electric Ground Support Equipment Expands

Airports around the world are moving into a new phase of electrification as electric ground support equipment (eGSE) becomes an increasingly important part of efforts to reduce emissions, lower operating costs, and improve airside efficiency. A new report from Enatel, “The Global State of Airside Electrification: From Commitment to Operational Reality,” examines the progress airports are making and the infrastructure challenges that must be addressed as electric ground support fleets expand.

Ground support equipment includes the vehicles and machinery used between flights, including baggage tractors, aircraft tow vehicles, ground power units, and belt loaders. These applications are particularly well suited to electrification because they frequently operate at low speeds, make repeated stops and starts, and generally travel relatively short distances. Falling lithium-ion battery costs have also made electric equipment increasingly practical. Enatel notes that lithium-ion battery prices declined by more than 89% between 2010 and 2020.

The transition is being driven by three major factors: airport sustainability goals, government incentives and regulations, and the operational advantages of electric equipment. Although airside operations represent only about 2% to 10% of aviation’s total carbon emissions, electrifying ground equipment can still produce meaningful reductions. A European study cited by Enatel found that eGSE can reduce CO2 emissions by 48% compared with conventional internal-combustion GSE. Based on 2019 airside traffic levels, completely electrifying ground support equipment could have reduced industry emissions by approximately 1.8 million metric tons annually.

Government funding is also helping airports overcome the higher upfront costs associated with electrification. In the United States, the Infrastructure Investment and Jobs Act provides $25 billion for airport infrastructure, while FAA programs such as the Voluntary Airport Low Emissions and Zero Emissions Vehicle initiatives support projects involving electric GSE, gate electrification, and other emissions-reduction technologies. Internationally, Frankfurt Airport received a German government grant of approximately $785,000 to expand airside charging infrastructure and purchase electric buses. The European Commission also approved more than $683 million in 2025 for transportation electrification projects, including airport charging infrastructure.

The business case for electric GSE extends beyond emissions reductions. Electric equipment operates more quietly, reducing noise around airport aprons, while lower energy and maintenance costs can improve total cost of ownership. Electric motors also contain fewer moving parts than combustion engines, potentially reducing maintenance requirements and downtime. Lithium-ion systems can provide additional advantages through improved monitoring, data collection, fast charging, and opportunity charging.

Enatel cites a 2024 survey showing that 65% of airports had already adopted at least one electric GSE vehicle, while nearly 70% planned to increase their electric fleets. Hong Kong International Airport, for example, plans to expand its EV and eGSE fleet to more than 3,000 vehicles by 2030. As adoption increases, however, airports are discovering that purchasing electric equipment is only one part of the transition.

One of the biggest challenges is electrical capacity. Unlike diesel-powered equipment, eGSE requires substantial amounts of electricity, and airport demand is growing from other electrification and digitalization projects as well. Medium and small hub airports can generally require peak power loads below 5 MW for GSE electrification, while large airports with much larger fleets can require between 1 MW and 2 MW under some conditions and as much as 10 MW to 20 MW during peak periods.

The challenge can be particularly significant as airports compete with other large electricity consumers, including data centers and AI infrastructure. A National Renewable Energy Laboratory model of Atlanta International Airport illustrates how electricity consumption can rise sharply as more GSE becomes electric. The modeled airport would consume approximately 4,075 MWh annually with 10% eGSE adoption, increasing to more than 40,700 MWh with a fully electrified GSE fleet.

Charging standardization represents another obstacle. Different equipment manufacturers can use different connectors, charging systems, and battery-to-charger communication protocols. Proprietary systems can make it difficult for airports to operate mixed fleets efficiently, potentially requiring multiple charging platforms and limiting flexibility when new equipment is purchased.

That makes charging strategy a critical part of airport electrification planning. Enatel identifies charger efficiency, compliance and safety, telematics and data, outdoor durability, and scalability as important considerations. Efficient chargers can reduce electricity losses and operating costs, while intelligent systems can provide operators with greater visibility into fleet performance and energy consumption.

For airports unable to obtain enough electricity from the local grid, on-site energy generation can provide another option. Solar installations can reduce dependence on grid power, while larger airports may also consider substantial utility infrastructure investments to support long-term electrification.

The report ultimately argues that successful airside electrification will require airports to move beyond simply purchasing electric vehicles. Infrastructure must be planned around future fleet requirements, available electrical capacity, charging compatibility, operational schedules, and long-term expansion.

As electric ground support equipment becomes more common, airports are discovering that electrification can deliver both environmental and economic benefits. Lower fuel and maintenance costs, quieter operations, improved monitoring, and reduced emissions make eGSE an increasingly attractive alternative to conventional equipment. The next challenge is ensuring that charging infrastructure and electrical systems are capable of delivering those benefits reliably as airport fleets continue to grow.