Antwerp International Airport still has large public support and political advocates, but must have healthier finances

A clear majority of residents in the arrondissement of Antwerp support the continued existence of Antwerp International Airport in Deurne. An exclusive survey conducted by Gazet van Antwerpen, published in December 2025, shows that 61% of respondents believe Antwerp should have its own airport, while only 14% are completely opposed.

Supporters outnumber opponents by a factor of four, indicating a broad public mandate for the airport’s continued operation.

When asked about the airport’s future, 53% of respondents even favour further expansion. Only one quarter would like to see the airport closed and repurposed. The reasons for this support are mainly economic. According to the survey, 67% of residents believe the airport has a positive impact on the local economy, 75% are convinced it benefits employment in the region, and 62% believe it contributes positively to tourism in Antwerp.

Awareness of the airport and the surrounding debate is extremely high. No fewer than 96% of residents are familiar with Antwerp Airport, around half have used it at least once, and 78% say they are aware of the public debate surrounding its future. This indicates that opinions are not confined to a small group of stakeholders but are widely held across the population.

Difficult year

Despite this broad support, the airport has endured a difficult year. In 2025 there were few positive developments. TUI Fly cut several destinations, the largest aviation school partially relocated its training activities to Spain, and the airport played no meaningful role as a diversion airport when Brussels Airport was disrupted by drone incidents.

Financially, the airport’s accounts remain deeply in the red, prompting parliamentary hearings and renewed scrutiny of the millions of euros in public subsidies it receives.

Although this steady stream of negative news has not eroded public support, the survey results amount to little more than a moral boost. They do not erase years of weak policy and missed opportunities.

The French private operator Egis has failed to make tangible progress. There has been no significant expansion of the flight offering, the airport remains heavily dependent on a single airline, site development is barely visible, and additional commercial activities such as hospitality have failed to take off.

It has long been evident that Antwerp Airport ranks low on the priority list of the Egis group.

Public backing alone will not be sufficient to secure the airport’s future, GvA reporter Steven Van Kerckhoven argues. For Antwerp Airport to become sustainable, stronger action will also be required from the authorities.

Age gap

Generational differences are notable. Among residents aged 55 to 70, 74% support the airport, compared with 51% among those aged 18 to 34. Younger respondents are also more sceptical about its economic value: only 54% of them see clear economic benefits, compared with 79% among older residents.

In addition, 40% of younger respondents believe the airport’s activities should be restricted, and the same percentage would prefer closure, compared with just 16% among older generations.

Subsidies

Financially, Antwerp Airport remains heavily dependent on public support. Last year it received 5.4 million euros in subsidies from the Flemish government. Despite this, the airport continues to post losses, amounting to 660,000 euros last year, with accumulated losses totalling several million euros. The airport receives approximately 65 euros in public support per passenger per year. It is expected to post a small profit either this year or in 2026, but structural weaknesses remain unresolved.

The financial situation has sparked strong criticism from opposition parties. Groen and PVDA have repeatedly described the airport as a bottomless pit for public funds. Calls have been made to redirect subsidies towards public transport instead. Critics also accuse the government of applying double standards when it comes to public spending.

Flemish Minister for Mobility Annick De Ridder (N-VA), however, has ruled out closing the airport. She points to the coalition agreement, which outlines a future-oriented aviation policy that includes a role for regional airports, albeit with greater efficiency and reduced government support. While acknowledging that Antwerp Airport’s recent financial figures are far from impressive, the minister refers to ongoing negotiations between Egis and the Flemish Government on a new cooperation agreement. This is expected to lead to a revised operating model in 2026.

As owner of the infrastructure and provider of subsidies, the Flemish Government holds the necessary leverage to force change, or even to replace the operator if needed. So far, however, policy responses have remained limited, with vision documents offering little more than a continuation of the status quo.

Numerous future scenarios have already been studied and costed, but none have been implemented. As a result, the airport continues to survive largely thanks to public funding. Emotional attachment among Antwerp residents may help sustain political support, but it cannot be the airport’s sole justification.

Ultimately, Antwerp International Airport will have to prove its economic and social value on its own merits, or be compelled to do so through decisive policy intervention.