Universal Registration Document 2024

SUSTAINABILITY REPORT 4 ENVIRONMENTAL MATTERS

[E1-4-34-(e), E1-1-16-(a)] → The GHG emissions reduction target is science-based and compatible with limiting global warming to 1.5°C SBTi has validated a commitment to achieving Net Zero by 2050 across the entire value chain, which means that the Scopes 1-2 and Scope 3 targets are aligned with the Paris Agreement and compatible with limiting global warming to 1.5°C. The target year for the short-term internal emissions targets has been set at 2030, while the net-zero emissions target has been set for 2035. These deadlines have been determined taking into account the methodological rules defined by SBTi and in line with the transition plan. The target years for the objectives relating to external emissions (Scope 3) in the medium- and long- term are set at 2030 and 2050 respectively. These deadlines were established on the basis of the SBTi methodological rules. Moreover, careful thought has been given to ensuring that these targets are accompanied by credible decarbonisation levers. Finally, the GHG emission reduction targets have been characterised by taking into account the (rising) air traffic forecasts included in Groupe ADP's strategy. In this way, the additional GHG emissions generated by this forecast traffic in a trend scenario are properly taken into account when quantifying the efforts to be made to reduce these emissions. The action plans for reducing emissions from Scopes 1, 2 and 3 are detailed in the transition plan (E1-1) and summarised in section E1-4-34-(f). [E1-4-34-(f), E1-1-16-(b)] → Description of the expected decarbonisation levers and their overall quantitative contributions to achieve the GHG emissions reduction targets To achieve the targets for its internal emissions (Scopes 1-2), the Paris airports are acting on four main decarbonisation levers: u improving the energy performance of installations and controlling energy consumption by implementing an energy efficiency plan; u developing thermal renewable energies (deep geothermal energy, recovery of waste heat, biomass heating, biogas production from methanisation, etc.); u purchasing Guarantees of Origin for electricity and developing photovoltaic solar power to secure the electricity supply for airport hubs; u the energy transition of the internal vehicle fleet. The levers activated to reduce external emissions (Scope 3) and identified for the categories that contribute most are as follows: u (Cat. 1) – Purchased goods and services: Implementing a carbon performance plan based on: u establishing a carbon budget, as and when required, when contracts are renewed, u building a multi-annual decarbonisation programme for the TOP 100 suppliers (representing 80% of emissions),

Scope 3 targets cover external emissions linked in particular to our value chain, including emissions linked to: u purchased goods and services (Cat. 1); u capital goods (Cat. 2); u the upstream portion of fuels purchased and consumed by the Group (Cat. 3); u upstream product transport (Cat. 4);

u waste generated on site (Cat. 5); u employee business travel (Cat. 6); u commuting by Group employees (Cat. 7);

u aircraft (Cat. 11), more specifically emissions linked to the LTO (Landing and Take-off) cycle and APU (Auxiliary Power Unit) engines, i.e. , operations below 3,000 ft (feet). Other sources of emissions, which are accounted for in the Group's GHG assessment, are excluded: this is the case for in-flight emissions, which are not accounted for using the SBTi methodology. Finally, the SBTi decarbonisation targets for external emissions have been established by taking into account the levers activated by Aéroports de Paris. [E1-4-34-(b)] → Explanation of how consistency between GHG emission reduction targets and GHG inventory boundaries has been ensured Targets have been set using the general Absolute Contraction Approach for all scopes, with quantitative absolute emission reduction targets that are not relative to an activity intensity metric. Separate targets are published: u for Scopes 1 and 2, on the one hand, to reflect ambitions and actions on direct emissions; u for Scope 3, to reflect actions to decarbonise the value chain. The targets cover all the emissions from Paris airports. The differences in reporting scope between the group level balance sheet and the balance sheet used to monitor SBTi targets are explained in DP E1-4-32. [E1-4-AR 25-(a)] → Description of how it has been ensured that the baseline value is representative in terms of the activities covered and the influences from external factors SBTi certification for the decarbonisation targets for Paris Region airports uses 2019 as the base year. This year was also chosen because it corresponds to the year when air transport emissions peaked, and the SBTi targets include emissions from all stakeholders, including air transport. 2019 is representative of the activity and greenhouse gas emissions of the Parisian hubs before Covid-19. The data for all the emission sources taken into account in the SBTi targets were already calculated at the time and are available. Moreover, beyond the scope of Paris Region airports, 2019 is the base year for many roadmaps for reducing the emissions from air transport (ICAO's Long-Term Aspirational Goals 1 , ATAG's Waypoint 2050 2 , Destination 2050 in Europe, France's roadmap for reducing air transport emissions). 2019 is also the year overwhelmingly chosen by our peers, including the AENA Group, London Heathrow Airport, Schiphol Group, Air France and Airbus.

1

International Civil Aviation Organization.

2

Air Transport Action Group.

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UNIVERSAL REGISTRATION DOCUMENT 2024 w AÉROPORTS DE PARIS