What Aena is and where it is based
Aena S.M.E., S.A. is the Spanish parent company of the Aena airport group. Its registered office is at Calle Peonías 12, Madrid, and its Spanish tax identifier is A86212420. Its activities cover airports, heliports, facilities and associated services. This profile distinguishes the company from ENAIRE, its controlling public shareholder, and from businesses operating at airports. Airlines, ground handlers and shops do not become Aena subsidiaries simply by using its facilities.
Sources: Identity and registered office, BOE 2026; Formation and legal history, 2025 accounts.
From public entity to listed company
The business was previously integrated into the public entity Aeropuertos Españoles y Navegación Aérea, created in 1990. Aena Aeropuertos was legally incorporated on 23 May 2011 as part of the reorganisation of airport activities. In 2014 it became Aena, S.A., while the public entity took the name ENAIRE. The latter retains air navigation activities and its interest in Aena.
The stock-market listing took place on 11 February 2015 through the sale of 49% of the capital. In 2017, “S.M.E.” was added to the legal name to identify its status as a state-owned commercial company. Thus, 2011 is the incorporation date of the current company, rather than the starting date of every airport or historic service.
Sources: Formation and legal history, 2025 accounts; Network and corporate history.
Ownership and leadership
The 2025 report records ENAIRE’s 51% interest and a 49% listed free float. Public control coexists with private shareholders; Aena is not a state airline. Maurici Lucena Betriu has served as chairman and chief executive since July 2018 and was re-elected at the 16 April 2026 shareholders’ meeting.
The Board composition checked in November 2026 comprises fifteen directors: seven independent, six shareholder-appointed directors representing ENAIRE and two executives. Its committees include audit and sustainability and climate action. This structure identifies governance responsibilities; it does not itself demonstrate the effectiveness of preventive measures.
Sources: Governance and ownership, 2025 report; Current Board of Directors.
How the airport business works
Aeronautical revenue comes from services linked to airport use, including passengers, landings and security. Commercial activities include shops, catering, parking, car rental and VIP lounges. Real estate services cover assets and spaces used for purposes including cargo and logistics. International activities contribute consolidated subsidiary operations and investee results according to their accounting treatment.
Aena Desarrollo Internacional and the concession company for Región de Murcia International Airport are wholly owned subsidiaries. “Aena Brasil” is the brand used by separate Brazilian concession companies. These distinctions matter when comparing results and attributing a workplace health policy to the entity that actually implements it.
Sources: Segment information and revenue reconciliation; Current group structure.
The 2025 network and 2026 additions
The Spanish network comprises 46 airports and two heliports. In 2025, group traffic used in consolidated reporting—Spain, London Luton and the seventeen Brazilian airports of ANB and BOAB—reached 384.8 million passengers. This measures airport traffic, not unique individuals. The group also has an interest in GAP, operating in Mexico and Jamaica; its network should not be added without explaining the perimeter.
The acquisition of 51% of Augusta, which owns all of Leeds Bradford and 49% of Newcastle, closed on 7 May 2026. Leeds Bradford is consolidated, while Newcastle is equity-accounted. On 6 October, the acquisition of all shares in the Rio de Janeiro-Galeão concession company closed; it was renamed Aeroporto Internacional do Rio (AIR). These additions occurred after the 2025 year-end and are absent from that year’s revenue. The current website describes direct or indirect participation in another 35 airports across four countries beyond Spain.
Sources: Network and corporate history; Nine-month 2026 report and subsequent events; Current group structure; 2025 airport traffic and reporting perimeter.
2025 revenue, profit and workforce
The audited 2025 consolidated accounts report ordinary revenue of €6,278.337 million, compared with €5,763.531 million in 2024. This is the measure used for editorial selection. The group also reports total income of €6,379.194 million, adding €100.857 million of other operating income, including capitalised work, grants and provision reversals. These are different measures and must not be added together.
Profit attributable to the parent’s shareholders was €2,136.676 million, compared with €1,934.224 million. The employee headcount at 31 December 2025 was 11,053: 9,141 in Spain, 999 in the UK and 913 in Brazil. This is a closing headcount, not an annual average or the total workforce of all businesses at the airports.
Sources: 2025 consolidated income statement; Segment information and revenue reconciliation; Workforce at year-end 2025; Health and safety indicators: S1-14 table.
Remote inspections and clearly scoped innovation
In January 2025, Aena documented the use of a drone to inspect the tops of columns supporting the Algeciras heliport platform. The platform is elevated above the building and the sea. The company describes the operation as a safer inspection method; the source establishes that intervention but does not quantify an accident reduction. Its preventive relevance is to examine which work-at-height access tasks remote image capture might avoid.
The innovation register also documents a pilot with SENER, running from August 2021 to August 2022, to evaluate AI for ventilation control in Valencia’s boarding area. This supports a specific technology evaluation, rather than a current network-wide deployment or demonstrated health improvements.
Sources: Algeciras heliport drone inspection, January 2025; Register of innovation initiatives.
How occupational health and safety is organised
The sustainability report states that all 2025 employees were covered by health and safety management systems adapted to each country’s requirements. In Spain, the joint State Health and Safety Committee participates in risk assessment, incident investigation, policy reviews and consultation on changes. System coverage does not mean that the entire group holds ISO certification.
For London Luton, the report describes six-monthly external BSI audits against ISO 45001 and, at the same frequency, ISO 45003, plus twice-yearly internal audits. This reference concerns that airport. It has not been used to claim that every Spanish or Brazilian airport holds identical certification.
Sources: Health and safety indicators: S1-14 table; Health, participation and prevention in 2025; London Luton health and safety system.
Health surveillance and work organisation
In Spain, Aena reports 6,742 health examinations and 1,074 flu vaccinations in 2025. These count interventions, not clinical outcomes. Its prevention service conducts anonymous psychosocial surveys using INSST’s F-PSICO 4.1, examining workload, autonomy, psychological demands and social support. The report explains that findings inform improvements and action plans, but does not provide a quantified risk reduction here.
Bienestar 360 brings together physical health, emotional wellbeing and work-life measures. Alongside it are voluntary confidential emotional support, an addictive-behaviour programme and conflict-management resources. From a prevention perspective, individual assistance needs to be distinguished from action on working conditions and work organisation.
Coordination at shared infrastructure
Aena identifies the airside environment as relevant to exposure to extreme weather and vehicle traffic, for certain employees and workers of other businesses. In Spain, it uses a business-activity coordination platform to communicate risks and interactions between operators. The procedure requires risk assessment and preventive planning, information and training, and checks on coordination arrangements for contractors and subcontractors.
The report assigns each business responsibility for implementing measures relevant to its own activity. An airport assessment therefore does not replace the duties of the employer of someone performing maintenance, ground handling or construction. Coordination needs to connect those responsibilities and information about interacting risks.
Sources: Coordination and supplier workers.
Luton: permits, reporting and responses to violence
London Luton documents mandatory induction, competence checks and permits to work for contractors. The Airport Community app supports reporting of hazards and near misses; the report also describes joint investigations, inspections and corrective-action follow-up. These are specific mechanisms that can be examined to assess whether reporting leads to action.
To manage disruptive passengers, the report includes de-escalation training, panic buttons, expanded CCTV and body-camera trials. It also provides for trauma support. Cameras are described as trials in this context, not a verified general deployment or proof that violence against staff has disappeared.
Sources: Contractor measures in Luton and Brazil.
Brazil: joint participation in Recife and Congonhas
The 2025 report identifies an “integrated CIPA” pilot at Recife and Congonhas airports. It brings value-chain participants together with health and safety specialists to identify and address risks jointly. Expansion to other sites is described as a plan, so the model is not attributed to every Brazilian airport.
The third-party risk programme adds technical supervision and monthly labour audits covering subcontractor obligations such as wages, leave and taxes. The report provides for payment withholding following contractual breaches. These measures offer monitoring tools; on their own, they do not prove universal supplier compliance.
Sources: Contractor measures in Luton and Brazil.
What accident data show and how to read the rates
The S1-14 table records 263 employee occupational accidents in 2025, up from 203 in 2024, and a rate of 16 per million hours worked, versus 12.38. It includes accidents with and without lost time and commuting accidents under the stated methodology. The note flags missing UK commuting data for the 2024 comparison. It also records 3,756 days lost, one work-related illness and zero employee work-related fatalities in 2025.
The GRI appendix presents a different series: 198 accidents in 2025, including 88 lost-time cases, versus 154 and 79 in 2024. Its frequency rate rises from 4.82 to 5.24 and uses lost-time accidents per million hours worked. The report warns that the appendix’s working-day criterion excludes commuting accidents and is not directly comparable with S1-14. The figures are not interchangeable and do not describe all contractors. The increase in accidents and frequency prevents presenting 2025 as a general improvement in occupational injury performance.
Sources: Health and safety indicators: S1-14 table; Accident data and formulas in the GRI appendix.
Renewable electricity and bounded targets
The 2025 report states that certified renewable electricity has supplied the entire Spanish network and London Luton since 2024, with an 89% share at Aena Brasil in 2025. This concerns electricity; it does not mean that all fuels, flights or airport businesses are emissions-free.
The report sets targets for carbon neutrality in Spain in 2026 and ACI EUROPE Net Zero for Scopes 1 and 2 in 2030, with a 2040 horizon for London Luton and Brazil. These are presented as the document’s targets, rather than independently verified achievements. Emissions management and protection from noise or heat must remain distinct from occupational accident indicators.
What this case contributes to prevention
The case supports examination of three management tasks: assigning responsibilities across businesses, turning reports and investigations into verifiable measures, and keeping indicator definitions consistent. Luton and Brazil provide identifiable mechanisms; the accident series show why programmes need to be assessed alongside outcomes. This editorial reading does not assume that practices transfer without adaptation or establish a commercial relationship between Aena and Sabentis.
Sources: Coordination and supplier workers; Contractor measures in Luton and Brazil; Health and safety indicators: S1-14 table; Accident data and formulas in the GRI appendix.
Frequently asked questions
Are Aena and ENAIRE the same company?
No. Aena is the listed airport company; ENAIRE is the public air navigation entity that controls 51% of its capital according to the 2025 report. [1]
What was Aena’s revenue in 2025?
Consolidated ordinary revenue was €6,278.337 million. Total income of €6,379.194 million also includes other operating income; the two figures must not be added together. [1]
Does prevention-system coverage mean group-wide ISO certification?
No. The report states that all employees are covered by health and safety systems. The specific description of ISO 45001 and ISO 45003 audits concerns London Luton. [1]
Why are there two accident totals for 2025?
S1-14 reports 263 and the GRI appendix reports 198 because they apply different criteria, including the treatment of commuting accidents. The appendix frequency rate uses only the 88 lost-time accidents. [1]
