Metrics and targets
E5-3 – Targets related to resource use and circular economy
Lufthansa Group Passenger Airlines have put in place targets for sustainable in-flight resource use
Lufthansa Group Passenger Airlines are committed to fostering the sustainable use of in-flight resources in order to, for example, increase product recyclability. The targets are based on the new Circular Economy Action Plan, which is part of the European Green Deal. Specific objectives have thus been defined for 2025 in the categories of single-use waste and food waste. The Lufthansa Group Passenger Airlines were particularly involved in the goal-setting process, which was launched in 2022.
The Lufthansa Group Passenger Airlines therefore plan to return customer-related plastic and aluminium items to the circular economy and no longer have any single-use plastic or single-use aluminium items on flights from 2025 onwards. The targets cover all single-use in-flight items that are used directly by customers, and not items such as rubbish bags.
By 2025, Lufthansa Group Passenger Airlines intend to reduce the volume of food waste (calculated by weight) on short-haul flights by 50% compared with 2019. Food waste will also be minimised on long-haul flights. Since the data for this is not yet of adequate quality for long-haul flights, the passenger airlines are working with their catering partners to improve the level of data transparency regarding food waste on board with the aim of adopting corresponding targets for long-haul flights from 2026. There are also plans to define a further target for reusable waste for 2026 onwards and to conduct eight beacon projects in this area in the meantime.
Lufthansa Group Passenger Airlines will endeavour to repurpose recyclable waste in the future. For example, they will trial the replacement of disposable cups with reusable cups that can be returned to the supplier at the end of their useful life to make new cups. Quantitative targets in this area will become part of a planned goal-setting process in 2025, which is set to take effect from 2026 onwards.
As per European Union regulations, the targets set are voluntary targets. This is expected to change in 2030, when the EU’s Packaging and Packaging Waste Directive (PPWR) and Single-Use Plastics Directive (SUP) are due to come into effect.
Lufthansa Technik targets are focused on increasing the recycling rate at its sites
Lufthansa Technik has set itself the target of increasing the recycling rate to 75% by 2025. The targets were adopted together with segment management, the Executive Board and Lufthansa Technik’s environmental department in 2017. The recycling rate was 51% in the 2018 base year. It was 57% in 2024, a 6% year-on-year increase. Lufthansa Technik plans to reevaluate the targets and corresponding time horizons in 2025. The recycling rate target pursued by Lufthansa Technik and its subsidiaries is a voluntary target and is not based on legal obligations.
In the opinion of Lufthansa Technik there is very limited further scope for the development and introduction of a circular product design. Lufthansa Technik is required to comply with the EASA Part-145 regulations, which state that materials and components used in maintenance may only be sourced from certified suppliers. This means that Lufthansa Technik has no direct influence over whether and to what extent circular product design principles are applied when aircraft materials and components are constructed. For these reasons, Lufthansa Technik has not defined any circular product design targets. Likewise, it has not defined any targets for measuring the impact of leasing-based repair services on resource use and consumption nor are there plans to implement such targets at this time. However, suppliers are selected based on the Lufthansa Group’s defined sustainability criteria, among other things. ↗ ESRS S2 Workers in the value chain – Policies related to value chain workers.
The same applies to possible Lufthansa Technik targets in respect of resource inflows and outflows. These are also shaped by regulatory requirements, especially those for maintenance under EASA Part-145. The Company’s influence over material use is restricted in this area to compliance with the specified quality and safety standards. Also in respect of minimising the use of virgin resources, Lufthansa Technik does not have any targets of its own in relation to EASA Part-145 maintenance operations as the materials are chosen by suppliers.
Lufthansa Cargo is focused on increasing the share of recycled materials
Lufthansa Cargo and its subsidiaries have set themselves a target of increasing the share of recycled materials to 40% by the end of 2025. This relates to all materials disposed of at Lufthansa Cargo’s Frankfurt hub. The target was defined in 2020, when the share of recycled materials was 35%. Progress is reviewed annually based on the local waste balance from the waste disposal company. The figure was 38% in 2023. The exact values for Lufthansa Cargo in 2024 were not yet available at the time of the Annual Report’s release.
Milestones have been defined to monitor progress towards this target. Besides the responsible departments, local waste disposal companies are also involved. The Lufthansa Group has signed a framework agreement with the waste disposal company in Frankfurt and Munich.
The goal of Lufthansa Cargo and its subsidiaries to achieve a circular economy is a voluntary target and is not based on legal obligations.
E5-4 – Resource inflows
Key resource use in the Lufthansa Group’s business segments is dependent on the respective business model
The Lufthansa Group Passenger Airlines segment uses various resources and items in flight operations, including food and beverages, single-use items (such as plastic packaging, aluminium trays, film, lids, serviettes, moist towelettes, paper packaging, PET items, beverage cartons, aluminium cans, glass and cardboard) and reusable items (such as cutlery, crockery, glasses, textiles such as pillows and bedding, comfort amenities and headphones).
Lufthansa Technik uses various resources in its production operations and along its supply chain, including finished parts (mechanical and electrical components, engine parts and fibre-reinforced composites), semi-finished products, hazardous substances as per the Globally Harmonised System for the labelling and classification of chemicals and hazardous substances, and non-harmful operating materials. Also among the resources used are small parts, such as screws and wires, IT equipment and furniture, as well as infrastructure elements, such as solar panels and construction materials. Limited quantities of tin, tungsten, tantalum and gold are sourced from audited suppliers.
The key resource inflows for Lufthansa Cargo and its subsidiaries can be divided into three streams:
In flight operations, the most important resource inflow is the fuel used, namely kerosene for aircraft.
In cargo handling, materials for securing loads in particular are used, including containers, pallets, boards, film, straps and nets. Operating materials for the maintenance and upkeep of conveyor systems and cargo terminals are also used, such as diesel, oil, cleaning agents, lighting and water. Electricity, natural gas and district heating is used for heating and cooling.
Typical office materials are used in the administration buildings of Lufthansa Cargo and its subsidiaries. In addition, water for sanitary facilities and district heating, natural gas and electricity are relevant resource inflows there.
263 of 731 single-use plastic and single-use aluminium items have been replaced to date
In order to measure its progress in replacing single-use plastic and single-use aluminium items, the Lufthansa Group has defined a company-specific performance indicator based on the Beginners Guide to Airline Sustainability Reporting, an IATA handbook. This indicator measures how many single-use plastic and single-use aluminium items in total are used by Lufthansa Group Passenger Airlines and Lufthansa Cargo and how many have been replaced by more sustainable alternatives, such as reusable instead of disposable cups. In 2024, a total of 721 items made from single-use plastic or single-use aluminium were in use on board in the Passenger Airlines segment. In addition, 263 items were replaced during the reporting year. In Lufthansa Cargo, there are only ten single-use plastic or single-use aluminium items in use, because most of the loading aids and equipment are reusable. None of the single-use items could be replaced during the reporting year, because there were no suitable alternatives given the high procedural, qualitative and safety requirements.
A detailed description of the calculation methodologies can be found under ↗ Calculation methods in 2024 - Environment.
E5-6 – Anticipated financial effects from resource use and circular economy-related impacts, risks and opportunities
The Lufthansa Group is making use of the option available under ESRS 1 Paragraph 137 to omit the disclosures required under ESRS E5-6 in the first year of preparation of its non-financial statement.
| T061 | Calculation methods in 2024 - Environment | ||||||
|---|---|---|---|---|---|---|---|
| ESRS disclosure requirement | Paragraph | Data point/metric | Basis for preparing and describing the parameters used, description of the assumptions and methodology | Sources of measurement uncertainty, if applicable | Resulting accuracy level | External validation | Planned measures for accuracy improvement, if applicable |
| E1-5 Energy consumption and mix | 37–38 | Energy consumption from flight activities – kerosene | Direct measurement of kerosene consumption at flight level for all Passenger Airlines and Cargo flights. Tonnes converted to MWh based on the lower heating value factors contained in the ISO 14083 standard. | Low uncertainty due to accurate interim validation in late Q3 and review of Q4 data in January | High | Energy data validated by audit company Müller-BBM | No further action needed |
| E1-5 Energy consumption and mix | 37 | Energy consumption from flight activities – sustainable aviation fuel | The volume of sustainable aviation fuel sold from B2B and B2C business (multiple sales channels) is reported to a central point of contact within Corporate Responsibility. This information is used as the basis for calculating the total volume (kg) of sustainable aviation fuel used, which is then converted into MWh using the lower heating value factors contained in the ISO 14083 standard. | Low uncertainty, as based on primary data | High | Energy data validated by audit company Müller-BBM | No further action needed |
| E1-5 Energy consumption and mix | 37–38 | Energy consumption from engine inspections | Direct reading of kerosene consumption at the relevant Lufthansa Technik sites. Tonnes converted to MWh based on the lower heating value factors contained in the ISO 14083 standard. | Low uncertainty, as direct and complete measurement is possible | High | Energy data validated by audit company Müller-BBM | No further action needed |
| E1-5 Energy consumption and mix | 37–38 | Energy consumption of Lufthansa Aviation Training | Determination of kerosene consumption during training flights based on invoices. Tonnes of kerosene converted to MWh based on the lower heating value factors contained in the ISO 14083 standard. | Low uncertainty, as the data collected is based on invoicing | High | Energy data validated by audit company Müller-BBM | No further action needed |
| E1-5 Energy consumption and mix | 37–38 | Energy consumption – buildings | Calculation of energy consumption related to buildings based on Lufthansa Group energy costs and the current energy price (actual values: January to September, forecast values: October to December). This process accounts for over 61% of electricity, 84% of gas, 59% of district heating/cooling and 68% of heating oil consumption in the Lufthansa Group. The figures for the previous year are used for the remaining percentages. Gas and heating oil consumption is converted to MWh based on the lower heating value factors contained in the ISO 14083 standard. | Low uncertainty as consumption is determined with the help of primary data. A high degree of accuracy has been proven in multiple validations | High | Energy data validated by audit company Müller-BBM | Actions planned for all Lufthansa Group buildings |
| E1-5 Energy consumption and mix | 37–38 | Energy consumption – vehicle fleet | Estimated energy consumption by the vehicle fleet, guided by assumptions, for the key Lufthansa Group sites based on average kilometres travelled, consumption and drive types. This covers most vehicles in the Passenger Airlines segment and a large part of the apron vehicles at hubs. This method covers 65% of the diesel, 85% of the petrol and 100% of the gas and electricity consumption. Figures from the previous year, including a risk premium, were used for the rest of the vehicles that were not covered by this methodology. Diesel and petrol consumption is converted to MWh based on the lower heating value factors contained in the ISO 14083 standard. | Calculation heavily based on assumptions. However, the vehicle fleet only accounts for a very small share of total energy consumption | Medium | Energy data validated by audit company Müller-BBM | Actions planned to include further sites in the estimates and more accurately determine average consumption |
| E1-5 Energy consumption and mix | 37–38 | Total energy consumption | All Group-wide energy consumption is reported as the total of energy consumption from flight operations, engine test rigs, Lufthansa Aviation Training, buildings and the vehicle fleet. These figures are listed in Table AR 34, which details energy consumption. | Low uncertainty, as most of the data used has a high level of accuracy | High | Energy data validated by audit company Müller-BBM | Actions planned to improve data quality in respect of the vehicle fleet and buildings |
| E1-5 Energy consumption and mix | 40 | Energy intensity | Passenger Airlines (Sector H 51.10), Logistics (Sector H 51.20) and MRO (Sector C 33.16) are considered high climate impact sectors. Therefore, the energy intensity for these segments was determined, in line with CSRD requirements. The formula is as follows: Energy intensity = energy consumption from high climate impact sectors/segment revenue in high climate impact sectors Energy consumption from the high climate impact sectors was considered for the numerator (for the precise calculation methodology, please see the information for E1-5 37–38). The denominator includes the segment revenue (IFRS 8) from the financial statements for Passenger Airlines, Logistics and MRO, as the high climate impact sectors are precisely those segments in the financial report. The Additional Businesses and Group Functions segment does not contain any activities classified as having a high climate impact and is therefore not included in the intensity metric. |
Calculated KPI. Uncertainties from data sources described in this energy consumption table and in the financial report | High | Energy data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 48a | Scope 1 emissions | Scope 1 incorporates GHG emissions from flight and ground operations, especially those produced from burning kerosene in flight operations and engine test rigs, from heating oil and gas consumption in buildings and from diesel and petrol consumption in the vehicle fleet. All companies identified as relevant for the CSRD report were included in the calculation. In addition, in keeping with Paragraph 46 under ESRS E1, a review was performed to determine the existence of operational control for companies not included, for example in the case of joint ventures and joint operations. The review found no such operational control. Key input factors are energy consumption (except for purchased electricity, district heating and district cooling, which fall under Scope 2) and the relevant carbon emissions factors of the energy sources. Important assumptions made in respect of energy consumption are presented in this table under the Paragraph 37 and Paragraph 38 data points. The emissions factors for kerosene as well as liquid and gaseous fuel and combustibles are taken from the ISO 14083 standard. The ISO 14083 standard was selected based on the fact that it is a general, internationally recognised standard for calculating GHG emissions in the transport sector. As ISO 14083 does not include the energy sources heating oil and natural gas, the BAFA carbon emissions factors have been used for these (information sheet on carbon emissions factors produced by the Federal Office for Economic Affairs and Export Control). |
In principle, a potential measurement uncertainty arises from the collection of the energy data. It should be noted that energy consumption for the vehicle fleet and property in particular is based on estimation methods and extrapolations, which give rise to measurement uncertainty. However, the vehicle fleets and property only account for a minimal share of the Scope 1 emissions, with the result that this uncertainty does not have a major impact on the quality of the data. Therefore, the measurement uncertainty is considered low | High | Carbon data validated by audit company Müller-BBM. | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | AR 43 | Biogenic Scope 1 emissions | The combustion of sustainable aviation fuel in flight operations gives rise to biogenic emissions. The method for calculating the volume of sustainable aviation fuel is described in Sections 37 and 38 of this table. The volume of biogenic emissions is the product of the amount of sustainable aviation fuel consumed, multiplied by the corresponding emissions factors. For more information on emissions factors in Scope 1, see Section 48a. | Low uncertainty, as based on primary data | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 48b | Percentage of Scope 1 GHG emissions covered by the EU ETS | Based on the data collected regarding Scope 1 GHG emissions, the Lufthansa Group calculates the percentage of emissions covered by the EU ETS as follows: Percentage of Scope 1 GHG emissions from regulated emissions trading schemes = (Scope 1 GHG emissions from regulated emissions trading schemes in tonnes * 100) / Total Scope 1 GHG emissions in tonnes The amount of Scope 1 GHG emissions that fall under the EU ETS is recorded monthly by Risk Controlling and covers all of the Lufthansa Group’s consolidated companies for CSRD purposes. |
For all Scope 1 emissions, please see the description from Paragraph 47, ESRS E1. The percentage of Scope 1 GHG emissions from regulated emissions trading schemes is based on primary data collected by Risk Controlling. Therefore, the measurement uncertainty is considered low | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 49 | Scope 2 emissions (location-based and market-based) | Scope 2 includes all GHG emissions resulting from purchased electricity, heating and cooling, especially from their use in buildings. As with Scope 1, all companies identified as relevant for the CSRD report were included in the calculation. In addition, in keeping with Paragraph 46 under ESRS E1, there was a review of the existence of operational control for companies not included, for example in the case of joint ventures and joint operations. The review found no such operational control. The Scope 2 GHG emissions were calculated using both the location-based and market-based method. The emissions factors published by the International Energy Agency (IEA) were used as a standard source for the location-based Scope 2 emissions. Emissions factors provided by the Department for Environment, Food and Rural Affairs (DEFRA) were used for district heating and cooling. In principle, the market-based Scope 2 emissions are determined with the help of the guarantees of origin for green electricity. However, the retired credits are not yet available at the time of reporting. Therefore, the share of purchased electricity covered by guarantees of origin is estimated on the basis of contractual agreements. Based on the agreements, the Lufthansa Group currently assumes a share of approx. 60%. For all market-based Scope 2 emissions without guarantees of origin for green power, the Lufthansa Group uses the emissions factors from the International Energy Agency (IEA), as for the location-based method. |
In principle, there is also the potential for measurement uncertainty for Scope 2 given how the energy data is collected. In addition, the share of guarantees of origin is estimated based on contractual data at the time of reporting for the market-based Scope 2 emissions. This means there is measurement uncertainty | Location-based: high; market-based given estimations of two input factors: medium | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 1 – Emissions from the production of purchased goods and services | GHG emissions attributable to purchased products and services are calculated using the expenditure on a product multiplied by a product-specific emissions factor. The spend-based method is used: an internal Lufthansa Group procurement database is used to calculate the emissions for this category. Specific emissions factors are linked with the corresponding product categories for each relevant category in the procurement database. The emissions factors are derived from suitable databases (CDP, EEIO, S&P Trucost). |
A high proportion of the calculation is based on primary data. Specific emissions factors for individual purchasing categories are used, however, which are based on conservative assumptions. In view of the high proportion of primary data used, it is assumed that the emissions calculated in this way have a medium level of accuracy | Medium | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 2 Emissions from the production of capital goods (Capital goods) | Multi-stage calculation method based on aircraft manufacturer information. The emissions factors (CO2 per aircraft kg) are determined based on the relevant reports from aircraft manufacturers. The carbon emissions per newly acquired aircraft are calculated by multiplying the emissions factor by the manufacturer’s empty weight (MEW) for the type of aircraft that has been newly acquired. |
Manufacturers do not detail how much GHG emissions are produced per aircraft type. Therefore, the estimation method used here is dependent on the accuracy and completeness of the GHG emissions reported and the number of aircraft produced by the manufacturers | Medium | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 3 Emissions from fuel- and energy-related activities (Fuel- and energy-related activities) | The energy consumption is multiplied by the corresponding emissions factors covering upstream energy generation and transportation processes. Similar to the methodologies for the Scope 1 and Scope 2 calculations. However, the emissions factors used here in relation to the upstream value chain are derived from the following sources: ISO 14083, EN DIN 16258, IEA, DEFRA, BAFA. | In principle, a potential measurement uncertainty arises from the collection of the energy data. It should be noted that energy consumption for the vehicle fleet in particular is based on an estimation method, which gives rise to measurement uncertainty. However, the vehicle fleet only accounts for a minimal share of the Scope 3 Category 3 emissions; this uncertainty therefore does not have a major impact on the quality of the data. Therefore, the measurement uncertainty is considered low | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 4 Emissions from the transportation and distribution of products and services (Upstream transportation and distribution) | Total GHG emissions from A) flights operated by external airlines for the Lufthansa Group, B) Lufthansa Express services, C) proportional Scope 1 and Scope 2 emissions at airports and D) upstream transportation services for Lufthansa Cargo. The individual items are calculated as follows: A) GHG emissions from flights operated by external airlines for the Lufthansa Group are determined using internal flight operations data, similar to the approach for Scope 1 emissions. B) Emissions resulting from Lufthansa Express services are determined using the parameters: number of passengers carried, length of flight segment, mode of transport and relevant carbon emissions factors (German Environment Agency, UBA). C) Scope 1 and Scope 2 emissions for airports are included proportionately in Scope 3 according to the traffic volumes of the Lufthansa Group airlines. D) Emissions from transportation services are calculated using transported cargo tonne-kilometres as well as the average fuel consumption and the emissions factor for diesel contained in the ISO 14083 standard. |
Emissions for flights operated by external airlines for the Lufthansa Group (A) are calculated in a similar way to the Scope 1 method. This means that the measurement uncertainty is low here. For the other emissions data in this category (B, C and D), data is retrieved from third parties and estimation methods are used, which means there may be measurement uncertainty | A) High, B to D) Medium |
Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 5 Third-party emissions from the disposal and treatment of waste and wastewater (Waste generated in operations) | The amount of waste generated is multiplied by the relevant emissions factor per method of disposal / recycling. The various emissions factors are derived from DEFRA. The average-data method used is in line with the GHG Protocol’s Technical Guidance. |
In terms of in-flight waste in particular, data availability depends on external service providers, such as catering firms. Therefore, estimation methods have to be used in some cases. This means there is measurement uncertainty | Medium | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 6 Emissions from employees travelling for business activities using vehicles that are owned or operated by third parties (Business travel) | Total emissions from A) business flights and B) hotel stays for own employees. The individual items are calculated as follows: A) All business travel by employees on flights not operated by Lufthansa Group airlines are considered, to the extent that the tracking systems used enable this, as the Lufthansa Group’s own flights are already included in Scope 1. These flights are identified based on invoices. A conservative risk premium is also applied to reflect any flights that are not covered. B) Collection of information on hotel stays based on reported hotel invoices. Some of the emissions factors come from service providers and others through the Lufthansa Group’s own data collection based on directly querying the hotels concerned. |
A) It is not currently possible to capture all of the details of flights taken by employees on external airlines. This means there is measurement uncertainty. A risk premium is used to take this into account. B) Hotel stays can be precisely recorded and low measurement uncertainty is assumed given the specific emissions factors | A) Medium, B) High |
Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 7 Emissions from employees commuting in vehicles that are owned or operated by other companies (Employee commuting) | Emissions from employee commuting are calculated with the help of statistical assumptions on the modes of transport used, the average distances from the place of work, the average number of working days and employees and the corresponding emissions factors for the different modes of transport. The extent of remote working is also taken into account. The calculation is based on the Lufthansa Group’s own employee data, microcensus data from the Federal Statistical Office of Germany and emissions factors provided by the German Environment Agency. |
Emissions resulting from commuting by Lufthansa Group employees are based on an estimation method. There may be measurement uncertainties, especially due to assumptions regarding the extent of remote working, the distances travelled and the modes of transport used | Medium | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 8 Emissions from operating fixed assets that the reporting company leases (Upstream leased assets) | Since the Lufthansa Group did not have any upstream leased assets that made a material contribution to the Scope 3 emissions in the reporting year, no emissions have been calculated or shown in this category. Emissions from flights carried out by external airlines on behalf of the Lufthansa Group airlines are calculated and reported in Category 4. | n/a | n/a | n/a | n/a |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 9 Emissions from the transportation and distribution of products to end consumers using vehicles and equipment (Downstream transportation and distribution) | Total emissions calculated from the number of inspection and ferry flights conducted on serviced aircraft (CAMO flights), the average amount of kerosene consumed per flight and the corresponding emissions factor for kerosene. GHG emissions / emissions factors from the CAMO flights are derived from the Small Emitters Tool provided by Eurocontrol and are calculated in this way. |
As the emissions are calculated using the Eurocontrol Small Emitters Tool, low measurement uncertainty can be assumed | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 10 Emissions from third-party processing of sold products that are further processed, transformed or integrated into another product before being used by the end consumer (Processing of sold products) | Transport services are the core business activity of the Lufthansa Group. The Lufthansa Group does not sell products that are processed or converted by third parties before reaching the end consumer. This category is therefore not material for the Lufthansa Group and the emissions are not calculated. | n/a | n/a | n/a | n/a |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 11 Emissions from the use of sold products (Use of sold products) | Transport services are the core business activity of the Lufthansa Group. The Lufthansa Group does not sell any products that cause emissions in use that would make a material contribution to the Scope 3 emissions. This category is therefore not material for the Lufthansa Group and the emissions are not calculated. | n/a | n/a | n/a | n/a |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 12 Emissions from the disposal and treatment of sold products using different methods of waste disposal and treatment (End-of-life treatment of sold products) | Transport services are the core business activity of the Lufthansa Group. The Lufthansa Group does not sell any products that cause emissions after use that would make a material contribution to the Scope 3 emissions. This category is therefore not material for the Lufthansa Group and the emissions are not calculated. | n/a | n/a | n/a | n/a |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 13 Emissions from the operation of assets that the company leases to others (Downstream leased assets) | Total emissions calculated from the number of flights leased by Lufthansa Group airlines to external airlines, the amount of kerosene consumed and the corresponding emissions factor for kerosene Information on GHG emissions from aircraft leased by Lufthansa Group airlines is collected from internal flight operations data, similar to Scope 1 emissions. |
As information on emissions resulting from leased aircraft is collected in a similar way to Scope 1 emissions, there is only low measurement uncertainty here | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 14 Emissions from franchise operations (Franchises) | This category is not material for the Lufthansa Group; the emissions are therefore not calculated. | n/a | n/a | n/a | n/a |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Scope 3 Category 15 Emissions from capital expenditure, including equity investments, loans, project finance, managed investments and customer services (Investments) | Total emissions calculated from the proportional Scope 1 and Scope 2 emissions of the joint ventures and other non-consolidated Lufthansa Group equity investments. To calculate the emissions attributable to Lufthansa Group investments, the Lufthansa Group’s extent of operational control (in percentage terms) of the joint ventures and other non-consolidated equity investments is used. The energy consumption is calculated in a similar way to the methodologies described under Paragraphs 37 and 38. |
In principle, a potential measurement uncertainty arises from the collection of the energy data. See also Paragraphs 37 and 38 | High | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-6 Gross Scopes 1, 2, 3 and Total GHG emissions | 51 | Total Scope 3 emissions | Total emissions from the following categories: 1. Purchased goods and services 2. Capital goods 3. Fuel- and energy-related activities 4. Upstream transportation and distribution 5. Waste generated in operations 6. Business travel 7. Employee commuting 9. Downstream transportation and distribution 13. Downstream leased assets 15. Investments The percentage of primary data used for all Scope 3 emissions is 89.47%. The detailed methodology is also described under the individual categories. |
See individual categories | See individual categories. | Carbon data validated by audit company Müller-BBM | No further action needed |
| E1-7 GHG removals and GHG mitigation projects financed through carbon credits | 59 | Carbon credits retired in the current period and carbon credits planned to be retired in future periods | The Lufthansa Group surveys its providers that retire carbon credits on behalf of Lufthansa Group airlines on an annual basis to find out the number of carbon credits retired in the reporting year. The amount of retired credits must match the contributions of Lufthansa Group customers for a particular period. The Lufthansa Group receives confirmation of the retired credits from the providers as proof. In respect of carbon credits to be retired in the future, the reported forecast figure is based on the contributions already made by customers and the respective volume. | The number of credits retired in this reporting period is based on primary data from service providers. Accordingly, there is no measurement uncertainty in this respect. As the amount of credits to be retired in the next reporting period will be determined very early on in the new year, the forecast figure may still deviate to a small extent from the later actual figure | For carbon credits retired in the reporting year: High For carbon credits planned to be retired in the future: Medium |
No external validation | No further action needed |
| E2-4 Pollution of air, water and soil | Company-specific | Active noise abatement metric | With respect to noise abatement, the Lufthansa Group determines the impact from modernising the operational Group fleet using as a performance indicator the number of aircraft that meet or exceed what is known as the “minus-ten-decibel criterion” set by the ICAO Chapter 4 standard. This standard requires that all aircraft cumulatively fall below the ICAO Chapter 3 noise limits by a margin of ten decibels or more. The Corporate Responsibility – Emissions Management department requests noise certificates from the maintenance organisations, compares the noise data for the aircraft with the noise limits defined by the ICAO in Chapter 4 of the Chicago Convention and determines the active noise abatement metric on this basis. | Precise calculation. Low measurement uncertainty | High | No external validation | No further action needed |
| E5-4 Resource inflows | Company-specific | Replacement of single-use plastic and single-use aluminium at Passenger Airlines | As a first step, all items used in the customer experience during passenger flights were identified. These were then classified to determine whether an item was made from single-use plastic or single-use aluminium. The totals from all the items classified as single-use plastic or single-use aluminium form the first part of the performance indicator. As a second step, the passenger airlines are surveyed quarterly to determine how many of the items classified as single-use plastic or single-use aluminium have been replaced with more sustainable alternatives that do not contain single-use plastic or single-use aluminium. | Precise calculation. Low measurement uncertainty | High | No external validation | No further action needed |
| E5-4 Resource inflows | Company-specific | Replacement of single-use plastic and single-use aluminium at Cargo | All loading aids that may be used to secure cargo for transport on freighters, passenger aircraft and road feeder services are among those listed in the Lufthansa Cargo Ground Handling Manual. All loading aids that were actually used can be found in the inventory list used to record the daily inventory information. This list dated 31 December 2024 was used as the basis as a first step. The Global Handling Performance, Environmental Management, Corporate Responsibility, Procurement, Cargo Sales Services and Loading Equipment departments then used the technical specifications for each loading aid to identify whether it was made from single-use plastic or single-use aluminium. The totals from all the items classified as single-use plastic or single-use aluminium form the first part of the performance indicator. As a second step, each item classified as single-use plastic or single-use aluminium was reviewed to determine whether it was even possible to replace it with more sustainable alternatives given safety or procedural requirements and to find out which tests were conducted and which items replaced in 2024. |
Precise calculation. Low measurement uncertainty | High | No external validation | No further action needed |