This blog was written by our Project Analyst & ACA Verifier, Rob Hewitt
Key Takeaways
- Cold weather complicates electrification, but doesn’t rule it out. Batteries perform worse in freezing temperatures so electrifying ground support equipment requires staged rollout, sheltered charging, and preconditioning vehicles.
- Find building efficiencies first. Upgrading insulation, windows, and HVAC controls to cut heating demand first makes the switch to electric heating or heat pumps more effective and affordable.
- Solar and geothermal are your best bet. Geothermal requires sustainable investment upfront, but is the best long-term, consistent renewable energy solution. Solar panels actually run more efficiently in cold temperatures, and while short winter daylight and snow limits total output, strong summer generation produces enough to make a solar feasibility assessment worthwhile.
- Renewable fuels are the fastest near-term win. They can replace fossil fuels in existing vehicles, generators, and boilers with no new equipment needed.
- Without on-site renewable energy generation, grid cleanliness determines whether electrification actually helps. Grids that still lean on fossil fuels just shift emissions upstream, makng on-site generation like solar and geothermal the best way to cut emissions.
The need to decarbonize is gaining momentum, and airports are a key piece of that conversation. While the majority of aviation emissions come from aircraft themselves, airports are large, energy-intensive facilities that require significant resources to keep operational. For Canadian airports operating in harsh winter climates, the path to decarbonization presents unique hurdles that require thoughtful solutions.
What Decarbonization Challenges Do Cold Climate Airports Face?
The most important thing at any airport is safety. Flights operate around the clock, equipment must be reliable, and there is very little room for error or downtime. Any initiative should be implemented slowly and cautiously to maintain safety.
Cold climates compound this challenge in several ways: extremely low temperatures degrade the performance of batteries used in ground support equipment and vehicles, increase heating demand in buildings, and strain regional electrical grids with the electrification of a large campus.
Battery Performance and Ground Support Equipment
The most recommended first step in decarbonization is electrification – replacing fossil-fuel-powered ground support equipment (GSE) with electric alternatives. However, lithium-ion batteries perform significantly worse in cold temperatures. At -10°C, most electric vehicles (EVs) retain only 70–80% of their rated range, and an analysis of 34 popular EV models found that at 0°C, vehicles retained an average of 78% of their rated range, dropping to about 70% at -7°C. For airport equipment that may need to operate non-stop through a snowstorm, plowing runways, deicing aircrafts, and towing planes 24 hours a day, range loss can be a serious operational problem.
In addition, charging lithium-ion batteries at sub-freezing temperatures can increase degradation, as low temperatures limit normal ion flow within the battery cells. This means charging should happen in a sheltered, warmed location that might not be readily available.
Here are some tips suggested by the University of Calgary for managing EVs in cold weather:
- Precondition your EV. Have your equipment plugged in and warm the cabin to heat the batteries to their optimal operating temperature. It allows the vehicle to use more of the battery’s charge for use rather than for warming the cabin and batteries.
- Keep it out of the elements. Store equipment in a heated garage or room whenever possible.
- Charge it up. Keep the battery charged between 20% and 80% on colder days.
- Clear the snow before you go. Clearing snow and ice from the vehicle’s hood, windows, and roof improves aerodynamics.
Heating Large Airport Facilities
Airports in cold climates require constant heating to keep passengers comfortable and equipment operational. This demand is typically met by natural gas, which is reliable, accessible, and works even when the power goes out. However, it is a fossil fuel, a limited resource with high emissions, and not a long-term solution for heat generation.
Switching to electric heating or heat pumps is the obvious next step, but cold temperatures can compromise efficiency. Standard air-source heat pumps see their performance (measured by Coefficient of Performance, or COP) decline as temperatures drop. However, cold-climate heat pumps have improved substantially. A 2023 study found that leading cold-climate models maintained a COP above 2 even at temperatures as low as -20°C, meaning they still deliver twice the heat output per unit of electricity compared to electric resistance heating. This means that buying the right model could safely transition an airport from fossil-fuel heating to electric heating.
Grid Demand of Electrification
While electrification is usually the lower-emission solution, if the regional grid is still largely powered by natural gas, coal, or other fossil fuels, swapping a gas boiler for an electric boiler doesn’t cut emissions; it just moves them upstream to the power plant. In provinces where the grid is already clean (hydro-heavy grids like BC, Quebec, or Manitoba), electrification is a clear win. But in places where the grid mix still leans on fossil generation, the emissions reductions are less favourable.
The second challenge is that electrification of a large hub increases demand on the regional grid. Regional grids, particularly in more remote parts of Canada, weren’t necessarily built with this level of demand in mind, and a sudden spike in electricity consumption from an airport can strain local infrastructure or require utility-side upgrades before electrification is even feasible.
However, both problems point to the same solution: reducing reliance on the grid altogether by generating power on-site. On-site renewable energy generation produces little to no emissions and reduces pressure on local grid capacity, which is why it is worth working through the challenges of implementation, even in cold climates.
What Are The Renewable Energy Options in Northern Climates?
Solar Energy
Solar is typically our top recommendation for airports. Large campuses, unobstructed airspace, and flat rooftops make airports ideal candidates for photovoltaic (PV) arrays. While there are challenges associated with solar arrays in cold climates, there are also some unexpected advantages.
Solar panels are actually more efficient in cold temperatures. PV cells convert sunlight into electricity, and in colder conditions, electrons at rest have less energy, so when activated by sunlight, the energy differential is larger. Most solar panels have a negative temperature coefficient of -0.3% to -0.5% per degree Celsius, meaning for every degree below 25°C, efficiency slightly improves.
Even with this increased efficiency, the challenge is still hours of light. Short daylight hours, a lower sun angle, and snow cover reduce total energy production in winter months, when energy is needed most. This seasonal mismatch between winter peak demand and summer peak production means transitioning fully to solar is not always an option for cold-climate airports.
However, this doesn’t mean cold-climate airports shouldn’t explore solar. A solar feasibility assessment is worth conducting at almost every airport, not because arrays will meet 100% of annual demand, but because they can generate supplemental power to increase clean energy use and reduce grid demand. Summer solar generation and reduced winter generation still result in a net reduction in purchased electricity, and building operational confidence with new technology during lower-risk months is a key step towards decarbonization.
Other Renewable Energy Options
Geothermal: Geothermal energy is one of the most compelling and underutilized options for cold climate airports. Ground-source heat pump systems tap into the earth’s stable underground temperature to provide highly efficient heating and cooling year-round. Unlike solar or wind, geothermal systems are unaffected by weather or seasons, making them uniquely suited to the northern Canadian context.
According to the US Environmental Protection Agency, geothermal heat pumps can reduce energy consumption by 25–50% relative to conventional systems, and some systems achieve efficiencies of over 400% (a COP of 4+). Underground loops can last over 50 years with minimal maintenance.
The main barrier is upfront cost. Geothermal installation requires drilling or excavation, and total system costs can range from $5 million to over $50 million depending on the size of the campus and number of boreholes drilled. However, the potential ROI is high as this system significantly decreases energy costs and lasts for decades. For new airport builds or major infrastructure renewals, geothermal should be seriously evaluated. For existing facilities, a site assessment to determine feasibility is a smart first step.
Nuclear: Nuclear is largely unexplored in the airport sector so far, but the technology is improving and could become an option in the future. Small modular reactors (SMRs) are compact nuclear plants designed to be safer, more scalable, and lower-footprint than traditional nuclear stations, and they offer a constant, weather-independent baseload power that runs 24/7, which pairs well with intermittent renewables rather than competing with them.
Denver International Airport is conducting a feasibility study to build an SMR on its campus, with the goal of becoming energy independent. The study is assessing available SMR technologies, costs, funding options, safety, and regulatory requirements. While no decision to build has been made, this shows that nuclear could soon be an option for airports and is a project worth monitoring as a low-carbon power option for cold-climate airports.
Wind: Wind turbines are rarely used in airport decarbonization due to potential safety concerns. Their height poses interference risks to aircraft during takeoff and landing, and icing on turbine blades in cold months further limits their reliability. While turbine technology continues to advance, wind is not currently a widely viable option for most airports. It’s worth monitoring as the technology matures, but not a primary strategy today.
Renewable and Low-Carbon Fuels: The Bridge Strategy
While airports work toward longer-term solutions, renewable diesel, biofuels, and renewable natural gas function as essential bridge fuels. These can replace fossil fuels in existing equipment like vehicles, generators, and boilers without requiring new capital investment or significant operational changes.
A great example of this in practice is Finavia’s Helsinki Airport, operating in a climate comparable to northern Canada, which achieved ACA Level 5 certification in large part by powering its machinery and emergency generators with renewable diesel made from 100% waste and residues. The switch cut lifecycle greenhouse gas emissions from that equipment by approximately 90% compared to fossil diesel and required no new equipment or modifications. Helsinki Airport exemplifies that renewable diesel can be an effective short-term solution that can be implemented today and act as a bridge while you build toward long-term solutions.
Our Top Recommendations for Cold-Climate Airports:
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Use Summer as Your Testing Ground
Northern climates mean high variability between summer and winter months. Long daylight hours, moderate temperatures, and lower operational intensity make summer the ideal window for piloting new technologies and fuels. Battery-powered GSE that struggles at -30°C may perform reliably at +15°C. Solar arrays that generate minimal power in December will contribute meaningfully in June and July.
This is the approach taken by Kelowna International Airport (YLW), which has trialled renewable diesel during summer operations to build confidence before expanding use into winter months.
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Start with Building Efficiency Before Electrifying
One of the most cost-effective first steps for any cold climate airport is reducing the heating load before changing the heating system. Improving insulation, upgrading windows and doors, optimizing the wall-to-window ratio, and modernizing HVAC controls can considerably reduce energy use, making any future electrification or renewable energy switch more efficient and affordable. This is a primary step that is sometimes overlooked in favour of bigger, flashier initiatives.
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Renewable Fuels as an Interim Strategy
Renewable fuels are available now, require no new equipment, and can deliver dramatic lifecycle emission reductions. While they are not a long-term solution, they are the fastest and easiest way to decarbonize immediately. As the market for these fuels grows, costs are expected to continue declining.
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Plan For Renewable Energy
The future is renewable energy, and sooner or later large energy hubs like airports will need to implement it. The first step is understanding your site’s renewable energy potential by conducting assessments – they are low-cost, high-value, and show you what renewable options will give you the best return. For example, a solar pre-feasibility assessment will clarify the best location for an array, potential energy generation, and expected ROI. A geothermal feasibility study will identify whether site conditions support installation. Assessments don’t commit an airport to action, but provide the data required to make informed investment decisions.
Northern European Examples
The concepts discussed in this blog are not just ideas; they are already being practiced in many northern European regions that face challenges similar to those faced by cold-climate airports in Canada. Finavia operates 20 airports across Finland, a region with winters as harsh as Canada’s north. Five of Finavia’s airports have already achieved net zero, and their goal is to bring all 20 airports to net zero in the next few years. Other examples include three Swedish airports that have also achieved net zero and ACA Level 5, the highest international certification for carbon management. Norway’s Oslo Airport was an early innovator in glycol recycling, and was the first airport in the world to provide a regular supply of biojet fuel to airlines. These airports face the same temperatures, dark winters, and safety imperatives as Canadian airports, and they are leading the industry in decarbonization.
The First Step
The Airport Carbon Accreditation (ACA) programme offers a clear, internationally endorsed framework for airports to measure, reduce, and eventually neutralize their emissions. Over 640 airports worldwide are currently accredited, and getting on that path, even at Level 1, is a meaningful commitment and a starting point for decarbonization.
Conclusion
While a cold climate adds challenges to airport decarbonization, it doesn’t eliminate the tools other airports use; it just requires more planning and creative execution. Electrification of ground support equipment and building heating remains the long-term direction, but battery performance, heating loads, and grid capacity all need to be addressed with greater care than in a temperate climate. Renewable and low-carbon fuels offer a way to cut emissions in existing equipment now, without waiting on infrastructure upgrades. Solar is a great option for renewable energy, but will not be a year-round solution. Geothermal is the highest-potential option for facilities that can absorb the upfront capital cost, particularly during new construction or major retrofits. Finally, electrification without on-site renewable generation will always be tied to the regional grid. How clean the grid is and how much additional load it can support will shape which technologies make sense to deploy first.
If you’re working on airport sustainability and want expert guidance on where to start, Contact Us. We work with airports as ACA verifiers and consultants, navigating the ACA framework and building tailored decarbonization roadmaps.
References
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