The trends towards sustainability and digitalisation continue among handlers, while a mix of owned and leased GSE keeps operations reliable and flexible. But there are pressures on the sector, not least the requirement to satisfy changing environmental regulations. We find out what some GSE buyers are thinking
One of the key considerations in running a fleet of GSE centres on the pros and cons of purchasing equipment versus leasing it. Each has its benefits – but for Bangkok Flight Services (BFS, a joint venture between Worldwide Flight Services (a member of the SATS Group) and Bangkok Airways), the priority is to buy rather than rent.
This approach, which is part of the handler’s long-term strategy, “ensures that we maintain the investment commitments outlined in our existing concession with the airport authority, while also giving us full control over equipment lifecycle, maintenance standards, and operational reliability”, says a BFS spokesperson.
At the time of writing, BFS owned a wide range of GSE, including over 300 motorised items (such as ambulifts, air conditioning units, passenger buses, passenger boarding vehicles, continuous flow jet start units, various loaders, ground power units (GPUs), tractors and various servicing vehicles) and more than 1,400 non-motorised items (baggage carts, container dollies, pallet dollies and towbars).
The handler’s rented equipment totals 12 baggage tractors: two diesel powered units from Toyota and 10 electric, from Hangcha.
Eight of these baggage/cargo tractors were rented very recently, in January 2026, while BFS’s latest purchase of GSE consisted of four brand-new TLD hybrid container/pallet loaders.
Over in Europe, AeroGround Flughafen München has a GSE fleet at Germany’s Munich Airport comprising over 800 motorised and 2,500 towable units, primarily from German and European manufacturers such as Laweco, Trepel (container transporter, high loader, loading transporters), Schrader (lavatory and water service trucks), Tips (passenger stairs, conveyor belts), Mulag (cargo and baggage tractors, tow tractors), MAN (passenger buses), Dynell (GPUs) and Jungheinrich (tow tractors).
According to Tobias Sander, vice president of transport services and fleet management at AeroGround Flughafen München: “Purchase of new equipment is a continuous, year-round process. Types include electric passenger buses, container transporters, high loaders, GPUs, passenger stairs and tow tractors. The equipment was purchased new in each case.”
AeroGround also leases container transporters, high loaders and loading transporters.
In 2025, the German handler established a seasonal equipment partnership with Finnish ground handling company Airpro. This cross-lease agreement enables both firms to optimise their ground support equipment fleets based on seasonal demand.
“Airpro provides equipment to AeroGround during Munich’s busy summer season, [while] AeroGround returns the favour by leasing equipment to Airpro for the winter rush, their busiest time of the year,” Sander explains. “This collaboration reflects a smart, sustainable approach to resource sharing in aviation ground handling – improving efficiency and reducing idle time.”
Minna Saukkosaari, CFO and fleet director at Airpro, adds: “By sharing resources across borders, we are not only optimising our operations but also strengthening our ability to respond to seasonal demands with agility and efficiency during the busiest time of the year at Lapland Airport. This collaboration with AeroGround at Munich Airport is a great example of how strategic partnerships can bring mutual value.”
Sander points out that leasing equipment is an additional tool to cover its GSE demand on a flexible basis, whereas AeroGround’s general approach is to purchase its own equipment – which is more cost-effective in the long term.
“In parallel, we are pursuing a full long term shift to electric drive systems in accordance with our Net Zero 2035 strategy,” he confirms.
Already, more than 60% of AeroGround’s fleet is powered by electric drive.
AeroGround is a 100% owned subsidiary of Munich Airport and operates the largest vehicle fleet at the airport, whose Net Zero 2035 sustainability strategy aims to ensure that Munich Airport’s operations leave no CO₂ footprint by 2035 at the latest.
“Achieving Net Zero means we need to reduce the emissions that we ourselves can influence – known as Scope 1 and 2 emissions – by a minimum of 90%,” Munich Airport explains. “Suitable projects will be initiated to permanently and actively remove the remaining 10% or less from the atmosphere. To achieve Net Zero, Munich Airport will take action in four areas: energy supply, technical airport facilities, buildings and our vehicle fleet.”
This last point applies to AeroGround. In addition, as a 100% subsidiary of Munich Airport, the company has public shareholders, so it is also subject to the EU Clean Vehicle Directive as far as the procurement of road transport vehicles is concerned.
Sustainable operations
But how easy – or difficult – is it to satisfy the various environmental requirements placed on the ground handling sector nowadays?
Overall, Sander says, it is manageable. He explains: “Across industry, politics, and the European Union, there is a noticeable shift in mindset that strongly supports the transition towards more sustainable operations.
“For the transition of our fleet and infrastructure we have received substantial funding by the German Federal Ministry for Transport (BMV). Funding is also provided under the German Recovery and Resilience Plan (DARP) via the European Recovery and Resilience Facilities (ARF) in the NextGeneration EU program. The funding guideline is coordinated by NOW GmbH and implemented by Project Management Jülich (PtJ).”
While providing sufficient charging infrastructure on the apron remains an important area to be further developed, significant progress is already being made in this field, Sander adds.
On the subject of electrification, Munich Airport and AeroGround launched a new electric bus depot in August 2025. When it opened, the facility had 37 charging stations; a further 13 were scheduled to go online at the end of the summer as part of the next construction phase, while a third expansion stage planned within the next two years will include 22 more chargers and carports equipped with photovoltaic systems, the airport confirms.
“With this new depot, we’re building the necessary infrastructure for fully electrified ground operations on the aprons,” says Munich Airport CEO Jost Lammers. “Half of our current ground fleet already runs on battery power. This project is another big step forward for our ‘Net Zero 2035’ strategy, bringing us closer to operating as a carbon-neutral airport.”
Thanks to its eBus fleet, Munich Airport now saves more than 2,000 tons of CO₂ annually. Once the full transition to electric vehicles is complete, this figure is expected to rise to over 4,000 tons per year, a statement from the gateway says.
Given the regulatory pressure and customer demand, it is not surprising to see that the major GSE manufacturers are working actively to develop greener products. They are also supporting customers’ environmental commitments and obligations through the provision of data for environmental reporting.
But: “At the same time, we see opportunities for manufacturers to further strengthen their capabilities in this area,” he hints.
Sustainability is also a key focus in BFS’s GSE development plan, and the handler has begun investing in hybrid GSE as a transitional step toward a fully electric fleet.
“Hybrid units offer significant flexibility,” the BFS spokesperson says. “Once the airport develops the required charging infrastructure, these hybrid assets can be upgraded to fully electric operation. The conversion is straightforward by removing the combustion engine and installing a power distribution unit (PDU) along with a lithium battery system, the same equipment can operate as a fully electric vehicle.
“This approach allows us to futureproof our fleet, reduce emissions progressively, and align with the global shift toward greener airport operations without compromising our current operational capabilities.”
Other recent investments in greener GSE include ITW GSE’s agreement with Royal Schiphol Group for the supply of fully electric pre-conditioned air (PCA) units and an advanced automatic hose management system. The partnership is part of Amsterdam Airport Schiphol’s continuing push towards more sustainable, quiet and efficient airside operations.
The 15-year contract covers the supply of the TW GSE 3500 PCA and the 3500 Air Coil, which, together, ensure optimal heating and cooling of the aircraft cabin. The deal is worth up to EUR40 million (USD48 million).
Meeting today’s environmental requirements is increasingly challenging, but it continues to push the ground handling sector toward meaningful improvement, according to BFS. Regulations around emissions reduction and energy efficiency require operators to upgrade equipment, enhance reporting accuracy and strengthen compliance across all processes. As already noted, these reporting requirements are supported by GSE suppliers, who now provide ESG reports that support Scope 1/2/3 emissions reporting.
However, hybrid and electric GSE technologies are still developing, and manufacturers need time to further improve and test these products before largescale adoption becomes seamless.
Besides environmental regulations, safety requirements are also evolving.
“These [environmental and safety] updates have encouraged us to invest more in cleaner GSE and strengthen compliance processes, while also adjusting some project timelines to meet updated airport and regulatory requirements,” the BFS spokesperson confirms.
A specific example in Europe is the introduction of the Regulation (EU) 2025/20 by the European Union Aviation Safety Agency (EASA), which aims to harmonise safety standards for ground handling within the EU, and will become mandatory from 27 March 2028. This regulation will have an impact on ground support equipment.
Technology transition
Not only are GSE fleets still going green; they are also still increasingly going digital.
At AeroGround: “Digital technology plays a significant role in both our current and future fleet. Munich Airport is currently working on various autonomous transport projects, and we are keen on bringing those into operation,” Sander says.
The same is true at BFS in Bangkok. The company’s spokesperson outlines: “We are integrating digital tools to enhance operational efficiency, improve reliability, and strengthen safety performance. This includes the use of telematics for real-time equipment monitoring, digital maintenance systems for predictive servicing, and data driven fleet management platforms that help us optimise utilisation and reduce downtime.
“As we continue modernising our fleet, digital technology will become even more central – supporting smarter decision making, enabling better energy management for hybrid and future electric GSE, and ensuring that our operations remain aligned with global standards for innovation and sustainability.”
Looking ahead, BFS is planning to replace GSE units that are no longer performing up to expectations with new equipment.
“Our priority is to ensure that every upgrade aligns with the operational needs of our frontline teams and the service commitments we have made to our customer airlines,” the BFS spokesperson says. “This includes supporting our CARE service philosophy – Customer Attentive, Responsive and Efficient – by ensuring that our equipment is reliable, modern, and capable of meeting the required performance standards.”
For AeroGround, the transition of the fleet from conventional equipment to fully electric units is a continuous process. More electric buses, GPUs, high loaders and passenger stairs will be delivered to the German handler over the course of this year.
In more detail: “There will be further expansion of our electric bus depot infrastructure and e-bus fleet in 2026/2027 according to demand. The long-term target is to expand to up to 72 vehicles, in line with operational needs and charging capacity,” Sander reveals.
Finally, the GSE market is not immune to the impact of geopolitical events, whether nearby or at a distance. GSE buyers, like everyone else, are watching the scene keenly.
For example, the political climate in the United States is creating ripple effects across the global aviation sector, but its impact on BFS’s operations is indirect, the BFS spokesperson says.
“Shifts in US policy and market sentiment influence airline confidence, which can lead to short term adjustments in flight frequencies or cargo movement,” the spokesperson explains. “While overall demand remains stable, we continue to monitor developments closely to anticipate any changes that could affect international travel patterns and airline planning.”
Such changes could affect the type and quantity of GSE needed at any given location, and handlers must adapt their fleet accordingly – and potentially quite rapidly, making flexibility essential.
GSE buyers are thus likely to be GSE renters, too, for the foreseeable (and unforeseeable) future. Whether they buy or rent, though, the equipment they use will continue to get greener and more technologically advanced as time goes on.
