Accounting for 2% of Belgium’s GDP alone and boasting connectivity among the best in Europe, Brussels Airport is the country’s second largest economic engine. Beci took a closer look: boarding now for Zaventem.
There’s no time to rest on the tarmac. Brussels Airport operates like a small city in its own right: 357 companies and 64,000 jobs, with 20% based in the Brussels-Capital Region, the rest split between Flanders (70%) and Wallonia (10%). “Brussels Airport is the largest private employer in Brussels,” says CEO Arnaud Feist. It’s no surprise the airport has strengthened its ties with Actiris, VDAB, VOKA, and Beci to train, recruit, and connect.
Add to that nearly 23.6 million passengers, 210 destinations, and 80 airlines (three of them Belgian), and it becomes clear why the airport is a “strategic hub” (in the CEO’s words) for Brussels’ political, diplomatic, and busines communities. In fact, ‘Brussels is the number one city for diplomatic meetings’, he tells us.
Decarbonising a giant? Almost possible
The airport does not deny its environmental impact, but it is making progress. In 23 years, noise levels have been reduced by 60%. Since 2018, the site has been carbon neutral. By 2030, it aims to be net zero emissions. However, Arnaud Feist remains realistic: 'Electric planes are not for tomorrow. Even after I'm dead, they'll still be making noise. The main challenge is CO₂ emissions.' There is no question of increasing the number of flights, but rather of optimising capacity and passenger flows.
Planes are fuller and often quieter. Since 2000, the number of flights has decreased, while passenger numbers have increased (39% fewer movements for 9% more passengers). By 2032, 63% of aircraft will be “quiet”.
Regarding noise pollution, a penalty scheme targets the loudest planes. But this is not enough to convince everyone, especially in Brussels, where noise standards are stricter than in other regions.
A legal framework that flies too low
For the time being, the dialogue between the regions remains fragile, and that's exactly what Arnaud Feist regrets. Between safety (a federal matter), noise standards (managed by the regions) and climate issues (global), responsibilities are fragmented.
Add to this the shortage of staff at border controls, jurisdictional conflicts and competition with other subsidised airports. The CEO is calling for a clearer, more stable and more logical legal framework: ‘What we need isn't subsidies, but a stable and coherent framework to enable sustainable development.' It's a real headache for a national infrastructure located in three regions that don't talk to each other enough.