Universal Registration Document 2024

SUSTAINABILITY REPORT 4

SOCIAL AND SOCIETAL MATTERS

Cycle paths A number of cycle routes were opened in 2024 to complete the existing network of links with neighbouring areas. These paths provide continuity from the north-east of the hub to the multimodal hub formed by line 14 and the bus station, via the front of terminals 3 and 4. The multi-modal hub is equipped with secure parking spaces for bicycles.

and the margins that need to be taken in advance of a plane's departure time to deal with unforeseen circumstances, and therefore creates anxiety. For employees who make this journey almost every day, it is even more arduous. This applies first and foremost to passengers arriving at the airport themselves, but also to professionals providing transport (taxis, vehicles for hire, buses). 40% of access modes are currently provided by taxis and vehicles for hire. These infrastructures have a land footprint, most of the time generating land movements and soil sealing, and require construction materials with a non-neutral carbon footprint. In addition, during the construction period, the work will require the use of site machinery, which will also have a carbon footprint. These new infrastructures must therefore be developed sparingly, to enable growth in the lowest carbon access modes. Pollution linked to the use of different access modes These pollutants can be atmospheric (carbon, fine particles, see ESRS E2), noise (vehicle noise and horns) or light (street lighting and vehicle headlights). At the level of the Paris region airport system, ADP SA must take proactive action on mobility, otherwise it will not be able to sufficiently reduce carbon emissions. The decarbonisation actions to be undertaken must focus on the period 2022-2030 to enable the trend to be reversed. Acceptability The congestion and pollution generated by the predominantly road-based mobility at airports are negative externalities of airport activity. As a result, the presence of airports is increasingly contested by the local communities. OPPORTUNITIES IN TERMS OF ACCESS TO PARIS HUBS AND INTERMODALITY As infrastructures integrating mobility, airports can play an important role in the mobility policy of the areas under the influence of our hubs, in the Île-de-France and Hauts-de France regions. Assuming this role depends on the commitment of the collective of hub companies and the construction of lasting partnerships with local authorities to encourage the integration and development of our hubs in their local ecosystems. In fact, all the prospective public transport described in the paragraphs above show the extent to which it is essential to improve airport services and turn them into multimodal hubs in order to increase the modal share of public transport and decrease the modal share of the car. The development of these multimodal hubs within the airports will also benefit all the local populations, who will see their transport offer increased. Accessibility of these multimodal hubs is also to be improved for the last few kilometres, thanks to cycle connections with the regions that will enable them to benefit as much as possible. All these risks and opportunities are covered by an action plan, which will be described in paragraphs S4-4. The environmental impact of new infrastructure developments to provide access to the hubs

ACCESS MANAGEMENT POLICY FOR THE PARIS - LE BOURGET HUB From a road point of view

Le Bourget airport is served by the A1 motorway and the RN2, and is also close to the A3 and A86 motorways. As the airport is a business aviation airport, there is little parking for passenger customers, and mainly car parks for employees. From the point of view of existing public transport: In 2022, Groupe ADP launched the installation of electric shuttles between the existing RER station in the city of Le Bourget and the airport, mainly to improve access for employees. This project was the subject of a partnership with the Musée de l’Air et de l’Espace, Dassault, and the company Manutan, and is popular with users. Prospective public transport is described in paragraph S4-4-31(a). Cycle paths The Île-de-France cycle path network project, previously known as "RER Vélo", will improve access to the airport by 2025, offering a new means of access to the hub from central Paris. This soft mobility project is supplemented by the creation of dedicated bicycle paths that will eventually make it possible to circle the entire airport to facilitate the movement of employees and local populations. RISKS IDENTIFIED IN TERMS OF ACCESS TO PARIS HUBS AND INTERMODALITY As indicated in the previous paragraphs, access to airports is still mainly by road. Road flows to and from the Paris-Orly, Paris-Charles de Gaulle and Paris-Le-Bourget hubs therefore represent millions of journeys per year. The risks identified were: Road congestion These millions of annual journeys contribute to the existing congestion throughout the Paris region, further north on the A1 motorway and in particular on the routes serving the airports (by way of example, in 2019 there were access times of up to 45 minutes for passenger customers between the south-west entrance to the Paris-Charles de Gaulle hub and Terminal 2E). Nevertheless, these journeys in public areas represent a significant part of the passenger experience and are vital for the entire airport ecosystem (employees, goods, etc.). With constant modal shares, the growth of airports in the coming years would only exacerbate the congestion that already exists. Anxiety and hardship They go hand in hand with congestion. Indeed, as congestion increases, so does the time spent on the road, which has a negative impact on how customers feel. This further increases the uncertainty surrounding airport access times

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UNIVERSAL REGISTRATION DOCUMENT 2024 w AÉROPORTS DE PARIS