Electric ground support equipment (eGSE) is no longer a futuristic concept – it’s here on the ramp today. Airports across Southeast Asia and beyond are transitioning their baggage tractors, belt loaders, and other GSE from diesel to electric in pursuit of lower emissions and better efficiency.
But how do you fold these new electric vehicles into the daily hustle of airport operations? In Day 4 of our 5-part series on eGSE, let’s discuss the practical strategies for making eGSE a seamless part of ground handling, with a focus on Southeast Asian airports like Singapore Changi – and lessons that apply worldwide.
B2B aviation professionals – think airport operations managers, GSE fleet supervisors, airport authorities, sustainability planners – will find pragmatic guidance here. We’ll cover how to manage charging logistics (from overnight top-ups to quick between-flight boosts), run eGSE on remote aprons with limited power, train staff and adjust routines, handle peak traffic surges, leverage telematics software for fleet optimization, and tackle real-world hurdles like charger sharing, weather, and space constraints.
Along the way, we include human touches: quotes from the field, small wins from early adopters, and anecdotes from Changi Airport and others. Let’s get your ramp operation operationally ready for the electric age.
Planning the Transition: Start Small and Strategize
Integrating eGSE into daily operations starts long before the equipment arrives. Successful airports tend to start with a focused rollout rather than flipping the entire fleet overnight.
A common strategy is to begin electrifying one or two GSE types where electric models are proven and can deliver quick wins. For instance, industry experts suggest starting with equipment like baggage/cargo tractors, belt loaders, and other lighter vehicles that show immediate ROI.
These units often have relatively small size but high utilization, making them ideal candidates for electrification. By phasing in electrics in this targeted way, you can work out the kinks on a manageable scale before wider deployment.
Learn from New York and Malaysia: New York’s JFK Airport is slated to unveil the world’s first all-electric GSE fleet at a new terminal by 2026. Closer to home, Malaysia’s GTR ground handling firm recently deployed 20 electric baggage tractors at Kuala Lumpur International Airport (KLIA) as the first phase of a 60-unit rollout.
This move – the largest eGSE deployment in Malaysian aviation so far – is projected to cut GSE emissions by 67% and save 43.5% in operating costs over seven years. GTR’s phased approach underscores how piloting a modest fleet of eGSE can prove the concept and build confidence among stakeholders.
When planning, it’s critical to assess your airport’s specific operation patterns. Analyze which GSE have downtime suitable for charging, which routes or gates would benefit most from zero-emission equipment (think enclosed areas or indoor baggage halls where diesel fumes are problematic), and how many charging points you’ll need initially.
Airports should coordinate early with equipment suppliers and even energy providers to ensure the electrical infrastructure can handle the added load. As Antoniou, an engineering consultant, notes, “adequate charging infrastructure” and grid capacity are primary obstacles to address upfront.
In Singapore, Changi Airport Group recognized this early on – since 2017, they’ve installed over 100 airside charging points to support ground handlers’ electric fleets. This foundation let Changi ramp up to a 100% electric baggage tractor fleet at one terminal, and the airport plans to triple its charging network to 300 points in the coming years to stay ahead of demand.
Charging Logistics – From Overnight Top-Ups to Remote Apron Solutions
One of the biggest operational changes with eGSE is fueling – or rather, charging – the fleet. Instead of swinging by the diesel pump once every few days, electric GSE need regular charging sessions that fit around flight schedules. Crafting a smart charging strategy is key to keeping the ramp running smoothly.
On-site charging infrastructure: Airports face a choice: install chargers at the gates or set up centralized charging areas away from aircraft stands. Each approach has trade-offs. Gate-area charging means eGSE can opportunistically charge during breaks (e.g. a baggage tractor can plug in between handling arriving and departing flights at a gate).
This “top-up charging” keeps equipment ready and minimizes downtime. However, too many chargers near gates can cause congestion and eat up valuable space on a busy apron. There are also security and cost concerns with installing high-power stations right at the terminal gate area.
On the other hand, charging eGSE at a central hub off to the side can be more space-efficient and easier to secure and maintain. Airports like Seattle-Tacoma (Sea-Tac) took this route by building linear “charging corrals” that extend from the terminal into the apron, each with multiple charge points.
Sea-Tac managed to fit 417 eGSE charging outlets by running these corrals perpendicular to the terminal, solving a space constraint creatively. The downside of a centralized charging area is that equipment must drive to and from the charging site, which can introduce logistical wrinkles.
Equipment rotation and careful scheduling are needed so that, say, a pushback tug isn’t off charging when it’s needed at the gate. In practice, many airports adopt a hybrid approach: a few chargers at or near gates for quick opportunistic charging, and larger charging parks elsewhere for longer charging cycles (often overnight).
Remote apron operations present a special challenge. How do you charge eGSE that operate far from the main terminals, such as at remote stands or cargo aprons with limited electrical infrastructure? One emerging solution is mobile charging units. For example, Webasto and JBT AeroTech recently introduced the “AmpCart,” a towable EV charging station that can be driven out onto the tarmac to charge eGSE on the spot.
AmpCart can juice up as many as 12 vehicles at once from a single power source, essentially bringing a mini charging hub to wherever it’s needed. This kind of mobility is a game-changer for remote apron ops – instead of towing equipment back to a distant charger, the power comes to them.
Another tactic for remote areas is deploying battery-swapping or spare batteries for certain equipment. While not yet widespread in airports, the concept is used in warehouse forklifts and could extend to GSE: a depleted battery can be quickly swapped with a charged one during a lull. Airports are also experimenting with electric Ground Power Units (GPUs) – battery-powered carts that replace diesel GPUs to supply aircraft with electricity at remote stands.
The U.S. Air Force, for instance, tested an Electric GPU and cart combo that can be driven around the flightline to wherever an aircraft needs power. This eGPU not only powers planes quietly and cleanly, but itself can be recharged back at base when needed. Mobile power like this provides a cushion for remote ops until permanent chargers reach those areas.
Of course, where possible, planning operations to align with charging is the simplest fix for remote stands. At Brisbane Airport – which in 2024 became the first in Australia to install common-use GSE charging airside – the initial focus is on small electric GSE that “can run a full shift on one charge, so there’s no impact on flight turnaround time.”
In other words, for remote apron duty, they deploy eGSE (like electric baggage tugs or carts) that don’t need a midday charge at all. They can work through the peak period and only recharge after the rush or overnight. This strategy buys time until more charging points can be added out on the fringes of the apron.
Webasto Charging Systems and JBT AeroTech today launched a mobile EV charging station that supports ground support equipment (GSE) at airports.
Rethinking Routines: Training Staff and Changing Habits
Shifting to electric GSE isn’t just a hardware swap – it’s a cultural and procedural change. Ground crews who for years have driven diesel tractors and fuel trucks need to learn the quirks of battery-powered equipment. Luckily, many of the fundamentals of operating GSE remain the same, but targeted training and routine adjustments are essential to unlock the full benefits of eGSE.
Staff training programs should cover both the operational use of electric GSE and the maintenance/safety aspects. On the operations side, drivers and ramp personnel learn about instant torque (electric tugs accelerate quickly), regenerative braking (which can feel different than engine braking), and energy-saving techniques (like shutting off equipment during waits since there’s no idling penalty).
Importantly, workers must get into the habit of charging the equipment whenever practical. Instead of leaving a tractor parked outside a gate when not in use, the new norm might be to park it at a charger or plug it in if a charging outlet is nearby. At Singapore’s Changi Airport, one ramp supervisor noted that drivers now treat plugging in their baggage tractors like “charging your phone at night” – a simple routine that ensures every tractor starts the day with a full battery. This kind of mindset shift, where charging becomes second nature, is what training and reinforcement can instill.
Maintenance crews and technicians also need training on the high-voltage systems and battery care. They’ll learn how to perform daily battery health checks, what preventative maintenance an electric drivetrain requires (generally less than diesel engines, but cooling systems and battery management need attention), and how to safely handle any electrical emergencies (for instance, knowing the proper firefighting method for a lithium battery thermal event, even though such events are rare).
Many GSE manufacturers offer training as part of the purchase, and some airports partner with manufacturers on this. For example, SATS (Singapore’s major ground handling company) signed a collaboration with GSE maker Guangtai in 2025 that explicitly includes “training operators and engineers to effectively operate and maintain new electric technologies”. By involving the equipment supplier in training, SATS ensures that its staff gain the necessary skills to use eGSE properly from day one.
New standard operating procedures (SOPs) may be introduced alongside training. Managers might implement a rule that every eGSE is charged at the end of each shift, or assign crews to rotate equipment through chargers during meal breaks. Some airports create a charging schedule or tracker visible to all teams – essentially a roster that shows which units should be charging and which are ready for service.
Ground handling agents at Changi have integrated such steps into their routines, supported by Changi’s investment in abundant chargers (nothing encourages charging discipline more than having enough outlets so employees aren’t fighting over a plug!).
Human nature being what it is, there can be initial resistance or forgetfulness. In the early phase, it’s wise to have supervisors monitor eGSE charge levels and gently remind teams: “Hey, Tug #12 is down to 20% – go plug it in now so it’s ready for the next aircraft.”
Over time, as people get comfortable, these prompts become less needed. Some airports incentivize good behavior – for instance, a friendly competition or recognition for teams that consistently keep their electric gear charged and in rotation.
One ramp manager shared a “small win” story: at first, their crew was nervous an electric belt loader might die mid-duty and delay a flight. But after a few months of experience (and zero incidents of a flat battery), the crew’s confidence grew. They even found that planning a quick 15-minute charge during a lull was enough to keep the belt loader running all day.
Realizing this, the crew embraced the electric loader and even started preferring it over the old diesel one because it was quieter and had no exhaust fumes in their faces. Such anecdotes underscore that with a bit of experience and training, staff often become champions of eGSE – but you need to support them through the learning curve.
Managing Peak Periods – Ensuring Readiness During the Rush
Every airport has crunch times – the bank of 7-9am departures, the midnight cargo push, the holiday surges. During these peak traffic periods, the last thing you want is GSE sitting unusable because it’s out of charge. How can operations managers keep electric GSE from becoming a bottleneck during busy periods? The answer lies in smart planning, buffer capacity, and leveraging technology.
First, it’s essential to understand the duty cycle and range of your eGSE. Modern electric GSE often boast sufficient battery capacity for a full shift’s work, especially the latest lithium-ion models. As noted, Brisbane Airport found their new electric baggage tractors could handle an entire peak shift on one charge easily.
Knowing this, they scheduled those e-tractors for continuous duty during peaks and only charged them after. Do a time-and-motion study on each eGSE type: e.g., an electric pushback tractor might be able to do 10 narrow-body pushbacks before needing a recharge.
If your peak requires 8 pushbacks in a short window, that tractor can handle it – as long as it starts charged. This goes back to ensuring overnight or off-peak charging so that every unit enters the peak with as high a state-of-charge as possible.
Stagger charging outside of peak hours. Airports typically utilize nights or off-peak times to recharge the fleet. For instance, baggage tugs that finish the late-night arrivals bank should immediately go on charge so that by the morning departure rush, all tugs are topped up.
Charging infrastructure can be equipped with timers or software to optimize this: some systems will automatically charge vehicles overnight when electricity rates are lower and the demand on the local grid is less, ensuring full batteries by dawn.
It’s also wise to maintain a small buffer fleet or redundancy. In traditional ops, you might keep a couple of spare diesel tugs around in case of breakdowns; similarly with eGSE, having one or two extra units per fleet can provide insurance if a battery runs low unexpectedly.
Alternatively, some airports keep a few legacy diesel units as emergency backup during the transition period. However, with good planning, you may rarely need to use them. In fact, Seattle’s Sea-Tac, which has over 400 eGSE in use, demonstrated that electrified fleets can be even more reliable in some cases (electric motors have fewer breakable parts than combustion engines).
Real-time monitoring becomes a crucial tool during peaks. This is where telematics and fleet management software shine – more on that in the next section. By monitoring battery levels and locations of all eGSE in real time, a dispatcher can proactively pull a unit out of service to charge if it’s approaching a low battery and dispatch a freshly charged unit in its place.
Some airports integrate telematics screens in the ramp control center showing a dashboard of green/yellow/red status for each vehicle’s battery. If everything is green at the start of a peak bank, you’re in good shape; if one is yellow, you might rotate it out briefly for a top-up charge before it goes red.
One ground handling supervisor described how their team handles the afternoon rush: “We schedule a quick swap at 2pm – any eGSE under 30% gets swapped with one that’s been charging. The crew has gotten so efficient at it that gate ops aren’t affected at all.” In practice, well-trained teams can execute these swaps or rotations in minutes, akin to a pit stop, ensuring the operation stays on track.
Lastly, communication is key. All stakeholders – the apron control, the gate managers, the ground handler leads – should know the plan for using eGSE during peaks. If a certain flight might need two belt loaders, make sure two charged belt loaders are allocated ahead of time. Clear communication and planning prevent surprises, and soon enough, managing eGSE availability becomes just another part of the rhythm of peak operations.
The switch to electric also means less noise pollution, creating a quieter environment for passengers and employees. Electric motors are more efficient than internal combustion engines, making ground handling operations also more effective.
Telematics and Smart Fleet Management – Data to the Rescue
In the digital age, data is your ally in optimizing eGSE operations. Electric GSE often come with advanced telematics systems or can be retrofitted with them. These systems transmit data on battery state-of-charge, equipment location, usage patterns, and even diagnostics. By tapping into telematics, airports and ground handlers can make evidence-based decisions that improve efficiency and prevent downtime.
One major benefit is real-time tracking of battery levels. Fleet management software from providers like GemOne or TCR can display the battery status of each piece of GSE in the fleet on one dashboard. Alerts can be set so that when a battery falls below, say, 20%, managers get a notification.
This prevents the scenario of an operator unknowingly running a vehicle’s battery too low. Instead, an automatic nudge can tell them to head to a charging station or swap out equipment. As mentioned, Changi Airport is implementing asset-tracking solutions for motorized GSE to achieve optimized deployment and productivity. This means every GSE’s movement and usage is tracked; such data can reveal if certain units are underutilized (perhaps they can be reallocated) or if others are overworked (maybe a candidate for an extra charging break).
Geo-fencing and usage analytics also help refine operations. For example, telematics might show that a particular baggage tractor always shuttles between Gate A5 and the baggage hall – a short distance – and it often finishes the day with 50% battery remaining. Meanwhile, another tug covering a longer distance route is consistently hitting low battery by end of shift.
With that knowledge, managers can rotate assignments or adjust charging schedules so that each unit’s battery is appropriately used but not overstressed. Analytics over weeks and months help in right-sizing the fleet and charger placement. If data shows eGSE congregate and charge mostly at certain areas, you can plan to add more charging points there (or conversely, remove chargers from underused spots).
Telematics data is also invaluable for maintenance scheduling. Electric vehicles have different maintenance needs than diesel – there are no oil changes, but battery and electrical systems need periodic checks. By monitoring metrics like charge cycles, temperatures, and performance, maintenance can be predictive rather than reactive. For instance, if one unit’s battery isn’t holding charge as well as others, the system will flag it for inspection or replacement before it fails on the job. This increases overall fleet availability during operations.
Airports are starting to integrate GSE telematics into their broader operations software. In some advanced setups, the moment an aircraft parks at a gate, the system can automatically dispatch the nearest available electric baggage tractor and belt loader to that gate, based on GPS location and battery status data. This reduces response times and idle time.
Changi Airport’s digital ramp management initiatives include such moves toward automation and efficiency. As part of being a “smart airport,” Changi’s partners are trialing autonomous and connected solutions (like self-driving baggage tractors) that rely on these digital foundations. Even before full autonomy, just having the visibility of telematics is a big step toward a more efficient ramp.
Brisbane Airport’s new common-use charging system is another example of smart integration: “Brisbane Airport will know the identity of equipment that is being charged, where, when and how much energy was used,” said one project manager.
This kind of granular data helps in billing (if multiple ground handlers share chargers, software can apportion energy costs fairly) and in understanding utilization (which chargers see the most use and at what times). It’s all about optimizing operations through insight – something that is much easier to do with connected electric GSE than with analog diesel gear. Embracing these tools turns managing an eGSE fleet from an art into more of a science.
Overcoming Real-World Barriers – Lessons from the Field
Integrating electric GSE isn’t without challenges, especially in the real world of busy, space-constrained, all-weather airports. However, many airports have found creative ways to overcome these barriers. Let’s look at a few common pain points and the solutions emerging from early adopters,
- Space Constraints for Charging: Airport aprons are crowded places – finding room for charging stations can feel like a jigsaw puzzle. As we saw, Sea-Tac built charging corrals extending from the terminal to maximize use of narrow apron space. In Brisbane, the team candidly noted, “When we install a charger bay, it takes away space from something else.”
They tackled this by collaborating with airfield and terminal operations to place chargers in spots that minimized operational impact, and by involving ground handlers early so everyone planned around the new charger locations.
One trick is using compact charging pedestals and cable management systems to save space – for example, mounting two chargers on one pedestal and using retractable cables so there aren’t wires lying across stands. Protective guardrails around chargers can prevent accidental collisions in tight areas without taking up too much room.
The takeaway: it is possible to fit charging infrastructure even in busy aprons, with smart design and teamwork. And once installed, those chargers become part of the landscape like any other fixture. - Power Supply and Infrastructure: A less visible but critical challenge is ensuring the airport’s electrical supply can handle dozens or hundreds of GSE charging, possibly simultaneously. Some airports have had to upgrade substations or bring in new power lines. Coordination with utility companies is a must – lead times for new electrical service or transformers can be long (Philadelphia International reported transformer backlogs of up to two years).
A phased approach helps here: build charging infrastructure in increments and use energy management systems to stagger charging times (to avoid peak load spikes). There’s also interest in on-site renewable energy to help power eGSE – solar panels plus battery storage can offset some grid demand. For example, Delhi’s IGI Airport, while focusing on broader sustainability, runs on 100% renewable electricity and is exploring how that can support future eGSE charging needs.
The vehicle-to-grid (V2G) concept is another horizon idea: in theory, eGSE batteries could even help feed power back to the grid or smooth out airport power usage, as some pilot projects in Europe have considered. In short, electrical capacity is a challenge, but one that can be met with planning and innovation, and it’s an area where involving sustainability and engineering teams early is beneficial. - Charger Sharing and Coordination: At multi-terminal airports with several ground handling agents and airlines, who provides and uses the chargers? This can be a tricky operational question. One model is what Brisbane did – installing common-use chargers that all handlers can access.
The airport invests in the infrastructure, and usage can be monitored for cost-sharing. This avoids redundant investments (you don’t want three companies each installing chargers side by side). The key is to get stakeholder buy-in and set up rules or systems for fair use. Software that requires an operator or vehicle ID to activate a charge can log usage per company.
Another approach is for an airport to mandate certain eGSE standards (for example, standardized charging connectors – something Swissport’s CEO has urged industry bodies to establish). Standard connectors mean any charger works for any equipment, which greatly facilitates sharing.
Communication is also vital: ground handlers might set up a shared WhatsApp group or radio channel to coordinate charger availability (“Handler A has two units charging at Bay 1, will free up in 30 minutes,” etc.). Over time, a culture of cooperation can form, especially when everyone recognizes that an idle charger benefits no one and an idle eGSE waiting for charge is a problem for all. Airports can even play traffic cop by assigning certain chargers to certain zones or time-slots if needed to prevent hogging. - Weather and Climate Resilience: In tropical Southeast Asia, ramp operations face intense sun, heat, torrential rain, and high humidity. The good news is that modern eGSE are designed to withstand weather – batteries are typically sealed and management systems prevent overheating (some liquid-cooled battery packs have no issue even on 35°C days).
That said, some practical steps ensure weather doesn’t impede eGSE use. Covered charging stations or at least weatherproof enclosures for chargers are highly recommended so that monsoon rains don’t drench the equipment or the workers plugging in.
Airports have built simple canopies over charging areas to this end. For extreme heat, a shaded parking area for eGSE can help keep battery temperatures in check when parked. And don’t forget the human element: staff might need shelters or PPE when handling charging cables in heavy rain, for safety.
Another consideration is flood resilience – if your apron is prone to pooling water, place chargers on higher ground or pedestals to avoid shorting them out. By accounting for local climate in infrastructure design, airports can ensure eGSE operate year-round without weather-related hiccups. - Change Management and Mindset: Perhaps the most understated barrier is simply the inertia of established ways. Diesel GSE has been the status quo for decades; shifting to electric requires change management. We’ve touched on training and routines – here the focus is on the mindset.
It’s important to celebrate early wins (like quieter ramps, no fuel spills, improved air quality for workers) and acknowledge the efforts of ground crews in making the transition. Changi Airport’s journey offers inspiration: by 2025, all new light vehicles, forklifts, and tractors at Changi must be electric, on the path to an all-clean-energy fleet by 2040.
This top-level commitment creates a sense of inevitability – eGSE aren’t a trial that might go away; they are the future. Ground staff at Changi have taken pride in being “100% electric” for baggage tractors, seeing it as contributing to environmental leadership.
Similarly, when Malaysia’s KLIA deployed those 20 e-tractors, the Transport Minister lauded it and signaled that it’s part of the national decarbonization blueprint. Such public support and clear goals help motivate everyone on the ground to make it work.
Bringing It All Together – A New Normal on the Tarmac
From the bustle of Changi to regional airports across Southeast Asia, integrating electric GSE into daily operations is becoming the new normal. It’s a transition that touches everything – infrastructure, procedures, people, and planning – but as we’ve seen, it’s entirely doable with a thoughtful approach.
The ramp of the near future might feature autonomous eGSE zipping around (Changi is already piloting driverless baggage tractors), teams of ramp agents who are as comfortable plugging in a tug as refueling it, and software quietly optimizing every move.
Airports that have led the way offer a few final pearls of wisdom. One is to involve the workforce at every step: engage the ramp teams when deciding where chargers go or which equipment to electrify first. Their on-the-ground insight can catch issues planners might miss, and inclusion breeds buy-in. Another is to iterate and improve – treat the early phase as a learning period.
Gather data, solicit feedback (“Does the night shift have trouble remembering to plug in? Why?”), and adjust processes accordingly. Many early adopters found that any initial productivity dips were fleeting; within months, operations not only rebounded but sometimes improved due to the reliability and performance of electric units.
There will be challenges, no doubt. But each challenge overcome – a clever charging schedule here, a training success there, a workaround for a tight space or a remote stand – builds confidence and competence. Airports like Changi, Sea-Tac, and Brisbane have shown that barriers can be surmounted with collaboration and innovation. And the rewards are tangible: lower operating costs, healthier air for staff, quieter ramps, and progress toward those all-important sustainability goals.
In the end, operational readiness for eGSE is about being proactive and embracing change. The technology is ready; the benefits are clear. By integrating electric GSE thoughtfully into daily ground handling, airports large and small can ensure that the greenest option is also the most operationally effective one.
As one project manager put it during Brisbane’s rollout, “Everyone is excited to be part of this important sustainability initiative.” That excitement, coupled with the practical know-how we’ve discussed, will drive the successful electrification of airport ground operations in Southeast Asia and around the world.
Sources:
- Changi Airport Group – Tackling emissions in the air and on the ground (28 April 2025)
- Aviation Pros – What’s the Difference Between eGSE Charging Options? (Josh Smith, Jan 2025)
- Electrek – This new EV charging station drives around airport tarmacs (AmpCart) (Sep 2023)
- SATS Press Release – SATS collaborates with Guangtai on electric GSE tech (28 Mar 2025)
- Aviation Pros – Ground Team Red launches electric baggage tractors at KLIA (Oct 2024)
- Solus Group Blog – Airport Ground Vehicles: Choosing Electric GSE (Feb 2025)
- Aircargo Update –Changi Airport Southeast Asia’s powerhouse cargo hub (Nov 2023)
- Metropolitan Airport News – Swissport Accelerates Shift to Electric Vehicles (Sep 2024)
- Facilities Dive – Airport fleet electrification takes off (Sea-Tac case) (Jul 2023)
- Brisbane Airport Blog – Brisbane Airport pioneers electrical ground support charging in an airside environment (Sep 2024)
