Universal Registration Document 2024

SUSTAINABILITY REPORT 4 ENVIRONMENTAL MATTERS

between 10 and 20 years, extrapolated using the Gordon Shapiro method when the useful life is presumed to be infinite or at least indefinite at the time of testing. Performing impairment tests therefore involves taking into account the various real risks and major impacts that may occur in the short, medium and long term so that they can be incorporated into the estimate of future cash flows in some way and hence into the business plan underlying the test. Among the risks mentioned above, those relating to potential future global warming or climate change are likely to impact the business plans of the assets or investments tested. In order to assess the value of the assets and investments tested as accurately as possible, the Group incorporated climate risks into its impairment tests in several respects. Business plans therefore directly or indirectly incorporate the impacts of climate change, which at this stage are mainly reflected in traffic forecasts and investment plans. E1.SBM-3 – Analysis of the company's climate risk resilience [E1-ESRS 2 SBM-3-18] → Type of climate-related risk The application of the process described in [E1.IRO-1] has led to the identification of the physical climate risks and transition risks and opportunities, described below. Analysis of gross physical climate risks The analysis of gross risks does not include current or future Heat increases the risk exposure of most assets and could affect terminal and airside operations, including take-offs and landings, which could result in air traffic disruptions. Among the countries where Groupe ADP operates, India and Saudi Arabia are the countries that experience the greatest heat pressure. The heat indicators used in the study include the number of days when the maximum daily temperature is above 40°C and the highest combined heat index (weighted number of (very) uncomfortable and (very) hazardous days). The worsening of these indicators results in a perceived increase in temperature, which could lead to a deterioration in working conditions. The increase in temperature, resulting in a decrease in air density, could also generate a reduction in lift for aircraft and therefore require longer landing or take-off lengths. To adapt to climate change, it may be necessary to increase the length of runways, which would lead to an increase in infrastructure costs (CapEx or OpEx), and increase the frequency of maintenance operations. Gross energy risks related to the SSP5-8.5 scenario Cooling needs will increase at airports in the hottest regions, but all Group airports will experience a significant increase in air conditioning needs (approximately 15% increase on average). risk mitigation or adaptation measures. Gross risks related to heat in connection with the (more pessimistic) SSP5-8.5 scenario

For example, the number of cooling degree days per year would be multiplied by four in Jeddah by 2030. This means that the demand for cooling would increase on average by more than one degree and lead to an increase in energy consumption. Gross flood risks related to the SSP5-8.5 scenario Out of the 26 airports analysed, only two airports are exposed to a high risk of coastal and river flooding (partial flooding of assets and recurring). The airports concerned are: u Tbilisi Chota-Roustavéli International Airport (Georgia); u Batumi-Alexandre Kartvel International Airport (Georgia). Gross geophysical risks related to the SSP5-8.5 scenario Geophysical risks are a category of acute climate risks that can have a high impact on certain assets in the portfolio. They cover landslides, earthquakes, tsunamis and volcano eruptions. None of the airports in the portfolio is exposed to the risk of a tsunami. Earthquakes are perils whose frequency is significant and regular and the magnitude of which is regularly high for certain assets in the Group’s portfolio: u the assets exposed to extreme earthquake risk are located in Almaty (Kazakhstan) and Santiago de Chile (Chile); u Nosy Be – Fascene International Airport (Madagascar) is exposed to the risk of a volcano eruption (high risk) and a landslide (medium risk); u in 2022, significant earthquakes were observed in July in Zagreb, Croatia (medium risk) and in November in Turkey (where the airports of Milas-Bodrum, Izmir and Antalya are exposed to a high risk). Gross risks related to wind and convection in connection with the SSP5-8.5 scenario Wind risks are a category of climate risks likely to have an impact on the portfolio. Tropical cyclones, winter storms, hail and lightning were studied. The two Malagasy airports are very exposed to tropical cyclones, with a maximum speed of 59 m/s. Winter storms do not present a major risk. The strongest winter storms are of the order of magnitude of those in Paris, which can also occur in Antalya and Milas-Bodrum but do not exceed a speed of 35 m/s. Analysis of net physical climate risks In 2024 and 2025, we continued to assess the exposure of our assets to physical risks by analysing the net physical climate risks for airports controlled by the Group, taking into account the mitigation measures for these risks already in place or in the process of being implemented. The first results of the diagnostic – still ongoing in 2024 – for the airports in the Paris region, show good maturity in the understanding of climate issues and the need to adapt to physical climate risks.

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UNIVERSAL REGISTRATION DOCUMENT 2024 w AÉROPORTS DE PARIS