




































AGORA International Journal of Economical Sciences, http://univagora.ro/jour/index.php/aijes 

ISSN 2067-3310, E-ISSN 2067-7669 

Vol. 19, No. 1 (2025), pp. 204-219 

 

204 

 

STRATEGIC AND ECONOMIC FEASIBILITY OF HYDROGEN 

INTEGRATION IN AIRPORTS: A CASE STUDY OF TIRANA 

INTERNATIONAL AIRPORT 

 

A. MEHMETI, E. ELEZI, A. XHEBRAJ, Y. BEZO 

 

Andi Mehmeti¹, Endrit Elezi², Armila Xhebraj³, Ylber Bezo⁴ 

¹ ² ³ ⁴ University College of Business, Albania 

¹ https://orcid.org/0000-0002-6801-7912, E-mail: amehmeti@kub.edu.al  

² https://orcid.org/0009-0004-4454-8817, E-mail: enelezi@kub.edu.al  

³ https://orcid.org/0009-0009-4007-7882, E-mail: axhebraj@kub.edu.al  

⁴ https://orcid.org/0000-0002-3284-7164, E-mail: ybezo@kub.edu.al  

 

Abstract: Hydrogen and fuel cell technologies are increasingly recognized as strategic 

tools for decarbonizing the aviation sector, offering not only environmental benefits but also 

operational and economic value. However, their effective integration within complex airport 

ecosystems remains underexplored, particularly concerning investment planning and 

infrastructure management. This study evaluates the technical, environmental, and economic 

feasibility of deploying hydrogen technologies at Tirana International Airport (TIA), focusing 

on both stationary and mobility applications powered by rooftop photovoltaic (PV) systems. 

Scenario-based modeling shows that allocating 25% of TIA’s PV output could produce 

approximately 5,750 kg of green hydrogen annually—sufficient to supply 96 MWh of clean 

electricity or support 63,889 km of hydrogen-powered vehicle travel. The environmental 

assessment reveals a net annual CO₂ reduction of 58,576 kg, primarily from mobility uses, 

which alone account for 70,181 kg of avoided emissions. Economic analysis estimates the 

Levelized Cost of Hydrogen (LCOH) at €6.91/kg under current conditions, with potential to 

decline to €4.45/kg in a lower-CAPEX scenario. The corresponding cost for hydrogen mobility 

ranges from €1.16/km to €0.85/km, depending on technology and investment assumptions. 

These results highlight the importance of capital planning, utilization rates, and cost 

optimization strategies for real-world deployment. A SWOT analysis is used to identify 

strategic enablers and barriers, revealing key opportunities such as access to EU funding, 

public-private partnerships (PPPs), employment creation, and the potential to position TIA as 

a green infrastructure leader in the Western Balkans. The study concludes that hydrogen 

integration, if paired with targeted investment, institutional support, and coordinated 

stakeholder engagement, can significantly enhance airport resilience, energy autonomy, and 

economic competitiveness, aligning with both national policy priorities and broader European 

sustainability goals. 

Keywords: Hydrogen Technologies, Economic Feasibility, Strategic Airport 

Management, Green Energy Transition, SWOT analysis 

 

 

https://orcid.org/0000-0002-6801-7912
mailto:amehmeti@kub.edu.al
https://orcid.org/0009-0004-4454-8817
mailto:enelezi@kub.edu.al
https://orcid.org/0009-0009-4007-7882
mailto:axhebraj@kub.edu.al
https://orcid.org/0000-0002-3284-7164
mailto:ybezo@kub.edu.al


Andi MEHMETI, Endrit ELEZI, Armila XHEBRAJ, Ylber BEZO 

 

205 

 

1. INTRODUCTION 

Air transport is a key driver of global socio-economic development, generating direct, 

indirect, and induced economic impacts through employment, service provision, and supply 

chains (Dimitrios & Maria, 2018, p. 285; Cristureanu & Bobircă, 2007, p. 34). The expansion 

of airport infrastructure not only supports the aviation industry but also stimulates regional 

economic growth, enhances connectivity, and improves access to global markets (Zhang & 

Graham, 2020).  

Albania has seen a significant surge in air passenger traffic, with over 10 million 

passengers processed at Tirana's “Mother Teresa” International Airport in 2024 (Tirana 

International Airport, 2024). Following its planned expansion, the airport aims to handle up to 

15 million passengers annually, reinforcing its role as a key regional hub. According to ACI 

Europe (2023), the total economic impact of airports in Albania—including direct, indirect, 

induced, and catalytic effects—contributes approximately €0.4 billion to the national GDP and 

supports around 6,500 jobs. However, the rapid growth of tourism brings challenges related to 

safety, operational costs, and energy efficiency (Baroutaji et al., 2019, p. 35). Airports are high-

energy consumers (Ortega Alba & Manana, 2017, p. 5), and as operations expand, so do carbon 

emissions due to increasing power demands from terminals, ground vehicles, and infrastructure 

(El Zein et al., 2025, p. 1363). 

To reduce their climate footprint, airports are adopting sustainability strategies focused 

on decarbonization, energy efficiency, and green infrastructure (Degirmenci et al., 2023, p. 6). 

Tirana International Airport (TIA) has embraced this transition by installing solar panels, 

replacing traditional lighting with LEDs, incorporating electric vehicles, and deploying energy-

efficient systems (Farabbi, 2024, pp. 6-8). Given their scale and energy demand, airports are 

well-positioned to adopt next-generation clean technologies. Among these, hydrogen and fuel 

cell systems are emerging as promising solutions for decarbonizing operations. With global 

hydrogen demand expected to increase nearly eightfold by 2050 (Rasul et al., 2015, p. 112), 

these technologies offer advantages such as high energy density, improved efficiency, and 

minimal noise, making them ideal for reducing emissions in airport environments (Wu et al., 

2025, p. 715). Growing research highlights the feasibility of hydrogen and fuel cell systems in 

airport settings, including fixed installations such as microgrids and ground operations, as well 

as mobile applications like hydrogen-powered aircraft. Studies explore energy efficiency, 

emissions reductions, infrastructure needs, and cost-effectiveness. For instance, Zhou (2022) 

investigates hydrogen storage for low-carbon airport systems, while Xiang et al. (2021) 

propose a hydrogen-solar microgrid for electrification. Gu et al. (2023) address infrastructure 

needs for hydrogen-fueled aircraft, and Testa et al. (2014) document environmental benefits in 

ground handling. Degirmenci et al. (2023) assess the sustainability and cost structure of 

hydrogen supply chains, and Baroutaji et al. (2019) provide a comprehensive review of 

aviation-related hydrogen technologies. Recent literature also emphasizes the broader 

economic, innovation, and policy contexts driving such technological transitions. Abbasov 

(2024) and Korohod (2023) underline the importance of green economy frameworks and 

decarbonization strategies in addressing global environmental and energy challenges. 

Živanović et al. (2023) highlight the role of innovation management in improving sustainability 



STRATEGIC AND ECONOMIC FEASIBILITY OF HYDROGEN INTEGRATION IN 

AIRPORTS: A CASE STUDY OF TIRANA INTERNATIONAL AIRPORT 

 

206 

 

performance and business excellence, while Hysaj and Sulҫaj (2024) demonstrate the positive 

impact of infrastructure-focused innovation on economic growth in the Western Balkans.  

Framing hydrogen deployment at TIA through the lens of the enterprise ecosystem 

further reinforces its strategic relevance. As Nahara (2024) explains, enterprise ecosystems 

grounded in sustainable development promote cross-sectoral collaboration, knowledge 

exchange, and flexible innovation pathways. These ecosystems enable autonomous actors, 

such as airports, energy providers, and public institutions, to cooperate dynamically, thereby 

maximizing synergy and accelerating green transformation. Positioning TIA as a hub within 

such an ecosystem highlights its potential to contribute not only to Albania’s decarbonization 

efforts but also to regional innovation and resilience. 

This study aims to explore the potential integration of hydrogen and fuel cell 

technologies within the Tirana International Airport (TIA) ecosystem. Specifically, it assesses 

the technical, environmental, and economic feasibility of applying hydrogen solutions for both 

stationary and mobile airport operations. Additionally, a SWOT analysis is conducted to 

evaluate the strategic strengths, weaknesses, opportunities, and threats associated with 

hydrogen deployment at TIA. 

 

2. METHODOLOGY 

This study applies a quantitative, scenario-based methodology to evaluate the 

feasibility, sustainability, and strategic implications of hydrogen and fuel cell deployment at 

Tirana International Airport (TIA). The approach integrates technical modeling, environmental 

performance analysis, and economic feasibility assessments to explore the potential of green 

hydrogen use in stationary and mobility-related airport operations. Specifically, the 

methodology includes: 

 Energy modeling to estimate hydrogen production from photovoltaic (PV) systems and 

its conversion efficiency via proton exchange membrane (PEM) fuel cells. 

 Emissions analysis to quantify avoided CO₂ emissions compared to diesel-based 

mobility and grid-based electricity. 

 Levelized Cost of Hydrogen (LCOH) and cost-per-kilometer indicators to assess 

economic viability under different capital expenditure (CAPEX) scenarios. 

 Strategic evaluation tools, including a SWOT analysis, to capture the broader 

operational, regulatory, and investment dimensions relevant for airport management 

and policy planners. 

By combining techno-economic metrics with scenario planning and strategic analysis, 

this methodology provides not only a sustainability assessment but also decision-support 

insights for infrastructure managers, energy planners, and investors evaluating green transitions 

in the airport sector. 

2.1.Hydrogen production modelling 

Hydrogen production from the airport’s rooftop photovoltaic (PV) system is estimated 

using the following relationship: 

H2 produced =  
EPV,allocated

ECH2

      (Eq. 1) 



Andi MEHMETI, Endrit ELEZI, Armila XHEBRAJ, Ylber BEZO 

 

207 

 

Where: EPV,allocated - Annual PV energy allocated for electrolysis (kWh/year); ECH2
- Specific 

energy consumption of the electrolyzer (kWh/kg H₂) 

 

The hydrogen production potential was estimated based on the annual output of Tirana 

International Airport’s rooftop photovoltaic (PV) system (Figure 1), which generates 

approximately 1,334 MWh/year.  

 

Figure 1. Solar panels installed on the roof of a building at Tirana International Airport. 

Tirana International Airport. 

 
Source: Vega Group 

For modeling purposes, it was assumed that 25% of the airport’s energy consumption 

could be diverted to power an electrolyzer for green hydrogen production. This allocation was 

informed by an analysis of the official flight departure schedule for Tirana International 

Airport, which highlighted periods of reduced operational activity, particularly between 10:00 

and 15:00. During these hours, the number of departing flights decreases significantly, as 

confirmed by a detailed breakdown of hourly flight data. These midday hours also align with 

peak solar photovoltaic (PV) generation, presenting a strategic window in which surplus solar 

electricity can be utilized without impacting critical airport operations. To estimate hydrogen 

output, the specific energy consumption of the electrolyzer was set at 58 kWh per kilogram of 

hydrogen, encompassing both stack performance and auxiliary system loads. In low-

temperature electrolyzers like ALK, PEM, and AEM, energy consumption of about 55–60 kWh 

is expected per kg of hydrogen produced (Franco and Giovannini, 2023, p. 7).  

 

2.2.Energy recovery and mobility estimation 

Following the estimation of hydrogen production potential, this section evaluates two 

key application pathways for the generated hydrogen: stationary energy recovery and airport 

ground mobility. Each pathway is analyzed to estimate the energy output, operational 

implications, and corresponding environmental benefits. 



STRATEGIC AND ECONOMIC FEASIBILITY OF HYDROGEN INTEGRATION IN 

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208 

 

Hydrogen produced on-site can be converted back into electricity during periods of 

peak demand or grid instability using proton exchange membrane (PEM) fuel cells. The energy 

recovered from hydrogen is calculated using the following relationship: 

 

𝐸𝑟𝑒𝑐𝑜𝑣𝑒𝑟𝑒𝑑  =  𝜂𝐹𝐶  ×  𝐻2 𝑝𝑟𝑜𝑑𝑢𝑐𝑒𝑑 ×  𝐿𝐻𝑉𝐻2
    (Eq. 2) 

Where: 𝐸𝑟𝑒𝑐𝑜𝑣𝑒𝑟𝑒𝑑 - Electrical energy recovered (kWh/year); 𝜂𝐹𝐶  - Electrical efficiency of the 

fuel cell (assumed 50%); 𝐻2 𝑝𝑟𝑜𝑑𝑢𝑐𝑒𝑑 - Annual hydrogen production (kg/year); 𝐿𝐻𝑉𝐻2
 - 

Lower heating value of hydrogen (kWh/kg) 

 

Hydrogen is also considered a clean fuel alternative for ground support equipment 

(GSE) such as passenger transport buses, baggage tugs, and service vehicles, which are 

currently powered by diesel. The annual driving range achievable with the available hydrogen 

is estimated using: 

 

𝑀𝑜𝑏𝑖𝑙𝑖𝑡𝑦 𝑅𝑎𝑛𝑔𝑒𝐻2
 =    

𝐻2 𝑝𝑟𝑜𝑑𝑢𝑐𝑒𝑑 ×100

𝐶𝑣𝑒ℎ
     (Eq. 3) 

 

Where: 𝑅𝑎𝑛𝑔𝑒𝐻2
- Total driving range (km/year); 𝐶𝑣𝑒ℎ - Average hydrogen consumption per 

100 km (kg H₂/100 km) 

For the mobility analysis in this study, performance assumptions for hydrogen refueling 

stations (HRS) and fuel cell buses (FCBs) were drawn from established industry expectations. 

A specific fuel consumption of 9 kg H₂ per 100 km was used as the median value for estimating 

the annual driving range of hydrogen-powered airport vehicles (Buss et al., 2022). The 

availability of the bus fleet was assumed to be 90%, ensuring consistent service levels 

comparable to conventional systems. Refueling operations were modeled with a 10-minute 

average fill time, aligning with operational demands in airport environments. 

 

2.3. Levelized cost of hydrogen (LCOH) calculation 

The Levelized Cost of Hydrogen (LCOH) is determined by assessing all costs incurred 

over the lifetime of a hydrogen production system, including capital expenditures (CAPEX), 

fixed and variable operational expenditures (OPEX), and electricity costs, relative to the total 

hydrogen produced over the system’s operational period (Equation (1)). 

 

𝐿𝐶𝑂𝐻 =  
𝐿𝐻𝑉

𝜂𝑠𝑦𝑠,𝐿𝐻𝑉
+ ((

(
𝑖

100
 ∗ (1+ 

𝑖

100
)

𝑛
)

(1+ 
𝑖

100
)

𝑛
−1

+
𝑂𝑃𝐸𝑋

100
)

𝐶𝐴𝑃𝐸𝑋

𝜏
+ 𝐸)   (Eq. 4) 

 

Where LCOH: Levelized Cost of Hydrogen [€/kgH₂]; LHV: Lower Heating Value 

[kWh/kgH₂]; i: Discount Rate [%]; n: Lifetime [a]; E: Electricity Costs [€/kWh]; ηsys, LHV: 

System Efficiency related to the LHV; τ: Full Load Hours [h]; OPEX: Operational 

Expenditures [CAPEX/a]; CAPEX: Capital Expenditures [€/kW] 



Andi MEHMETI, Endrit ELEZI, Armila XHEBRAJ, Ylber BEZO 

 

209 

 

The LCOH was calculated using the Umlaut & Agora Industry Excel tool (v1.0, 2023). 

The analysis assumes a capital expenditure (CAPEX) of €1,970/kW (Clean Hydrogen Joint 

Undertaking, 2024), annual operation and maintenance (O&M) costs equal to 3.5% of CAPEX, 

a 20-year system lifetime, and a 5% discount rate. To reflect real-world infrastructure 

conditions, an additional 15% of CAPEX was included to cover civil works, such as 

installation, site adaptation, safety systems, and integration. 

 

2.4.Emission reduction potential 

Both application pathways—stationary energy recovery and hydrogen-powered 

mobility—contribute to the reduction of carbon dioxide (CO₂) emissions at Tirana International 

Airport (TIA). This section outlines the methodological approach used to quantify these 

environmental benefits. 

 

a) Avoided emissions from grid electricity replacement 

When hydrogen is used in fuel cells to generate electricity on-site, it can reduce reliance 

on grid-supplied electricity. The emissions avoided from displacing grid electricity are 

estimated using the following equation: 

𝐶𝑂 2,𝑎𝑣𝑜𝑖𝑑𝑒𝑑
𝑔𝑟𝑖𝑑  =  𝐸𝑟𝑒𝑐𝑜𝑣𝑒𝑟𝑒𝑑  × 𝐸𝐹𝑔𝑟𝑖𝑑      (Eq. 5) 

Where: 𝐶𝑂 2,𝑎𝑣𝑜𝑖𝑑𝑒𝑑
𝑔𝑟𝑖𝑑  - Annual avoided emissions from grid electricity substitution (kg 

CO₂/year); 𝐸𝑟𝑒𝑐𝑜𝑣𝑒𝑟𝑒𝑑 -  Annual energy recovered via hydrogen fuel cells (kWh/year); 𝐸𝐹𝑔𝑟𝑖𝑑 - 

CO₂ emission factor for diesel combustion (3.622 kg CO₂/l), based on Eco Cost Value Idemat 

2025RevA6.xlsx database. 

This method provides a conservative estimate, as grid emission factors are subject to change 

depending on the energy mix and seasonal hydropower availability. 

 

b) Avoided emissions from diesel replacement in mobility 

Replacing diesel-powered ground support vehicles (GSE), such as airport buses and 

baggage tractors, with hydrogen-powered alternatives significantly reduces emissions from 

combustion. Avoided emissions from this substitution are calculated using: 

 

𝐶𝑂 2,𝑎𝑣𝑜𝑖𝑑𝑒𝑑
𝑑𝑖𝑒𝑠𝑒𝑙  =  𝐹𝑢𝑒𝑙𝑑𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑑  × 𝐸𝐹𝑑𝑖𝑒𝑠𝑒𝑙      (Eq. 6) 

 

Where: 𝐶𝑂 2,𝑎𝑣𝑜𝑖𝑑𝑒𝑑
𝑑𝑖𝑒𝑠𝑒𝑙

 - Annual CO₂ reduction from diesel fuel replacement (kg 

CO₂/year); 𝐹𝑢𝑒𝑙𝑑𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑑 - Diesel fuel equivalent (liters or kg) replaced by hydrogen use; 

𝐸𝐹𝑑𝑖𝑒𝑠𝑒𝑙 - CO₂ emission factor for diesel combustion (3.622 kg CO₂/l), based on Eco Cost 

Value Idemat 2025RevA6.xlsx database. 

The equivalent diesel displacement is estimated by comparing the hydrogen-based driving 

range with the average diesel fuel consumption of GSE operating under similar load conditions. 

 

2.5.SWOT evaluation 

To assess the strategic feasibility of integrating hydrogen and fuel cell technologies at 

Tirana International Airport (TIA), a SWOT (Strengths, Weaknesses, Opportunities, Threats) 



STRATEGIC AND ECONOMIC FEASIBILITY OF HYDROGEN INTEGRATION IN 

AIRPORTS: A CASE STUDY OF TIRANA INTERNATIONAL AIRPORT 

 

210 

 

analysis was conducted. This approach was chosen to systematically identify internal 

capabilities and external conditions that may influence the success of hydrogen deployment 

across both stationary and mobile airport applications. Insights were informed by previous 

SWOT analyses published in various international contexts (Ren et al., 2015; Bednarczyk et 

al., 2022; Khan & Kamdi, 2023; Bayssi et al., 2024; Furuncu, 2025), offering valuable 

comparative perspectives on hydrogen market dynamics, implementation challenges, and 

strategic opportunities relevant to TIA’s case. 

 

3. RESULTS  

3.1.Hydrogen yield and operational potential 

Table 1 summarizes the key energy conversion outcomes from the modeled integration 

of hydrogen systems at Tirana International Airport. Based on the assumption that 25% of the 

airport’s rooftop photovoltaic (PV) output—equivalent to 1,334 MWh/year—is allocated to 

hydrogen production, approximately 333.5 MWh/year is available for electrolysis. Using an 

electrolyzer with a specific energy consumption of 58 kWh per kilogram of hydrogen, the 

estimated annual hydrogen output is 5,750 kg H₂. Assuming a 50% electrical efficiency for 

proton exchange membrane (PEM) fuel cells and a lower heating value (LHV) of hydrogen of 

33.3 kWh/kg, the recoverable energy from hydrogen is approximately 96 MWh/year. For 

mobility applications, with an average consumption of 9 kg H₂ per 100 km, the produced 

hydrogen could enable an annual driving range of approximately 63,889 km. 

 

Table 1. Summary of Hydrogen production, energy recovery, and mobility potential at 

Tirana International Airport 

Parameter Value Unit 

PV energy allocated for electrolysis 333.5 MWh/year 

Total hydrogen production yield 5,750 kg H2/year 

Recoverable energy from hydrogen (as electricity) 96 MWh/year 

Estimated annual driving range (mobility) 63,889 km/year 

Source: Elaborated by authors 

 

3.2.Environmental feasibility 

Figure 2 shows a comparison between avoided and induced CO₂ emissions resulting 

from hydrogen deployment at Tirana International Airport (TIA). The environmental 

feasibility analysis indicates that hydrogen application at TIA offers significantly greater 

potential in mobility compared to stationary energy recovery. Specifically, using hydrogen for 

on-site electricity generation via stationary fuel cells leads to a relatively modest annual 

reduction of approximately 252 kg of CO₂, primarily due to Albania’s already low-emission 

electricity mix. In contrast, replacing approximately 19,378 liters of diesel fuel used in airport 

ground transport yields a much larger emissions reduction of around 70,181 kg of CO₂ per year. 

This highlights the significantly higher environmental value of prioritizing hydrogen for 

transport applications at TIA. 



Andi MEHMETI, Endrit ELEZI, Armila XHEBRAJ, Ylber BEZO 

 

211 

 

Hydrogen production using photovoltaic (PV) sources induces emissions of 

approximately 2.062 kg of CO₂ per kilogram of hydrogen, resulting in a total of roughly 11,857 

kg of CO₂ per year. These emissions stem mainly from upstream electricity-related processes. 

Literature indicates that solar-powered PEM electrolysis systems yield global warming 

potentials ranging from 0.61 to 2.8 kg CO₂-equivalent per kilogram of hydrogen, depending on 

regional and operational conditions (Ajeeb et al., 2024, p. 9). Despite these induced emissions, 

the overall environmental balance remains strongly favorable. Comparing the total avoided 

emissions (70,433 kg CO₂/year) with the induced emissions results in a net annual reduction of 

approximately 58,576 kg of CO₂. This outcome further reinforces the environmental feasibility 

and strategic advantage of emphasizing hydrogen integration in mobility solutions at TIA. 

 

Figure 2. Comparison of avoided and induced CO₂ emissions from Hydrogen deployment at 

TIA 

 
Source: Elaborated by authors 

 

3.3.Economic feasibility 

The economic feasibility of hydrogen production at Tirana International Airport (TIA) 

was assessed by calculating the Levelized Cost of Hydrogen (LCOH) and the Levelized Cost 

of Electricity (LCOE) for hydrogen-powered stationary applications. The analysis assumes that 

25% of the airport’s rooftop photovoltaic (PV) system’s annual output is allocated to an on-

site electrolyzer operating for approximately 2,190 hours per year. Based on a 155-kW modular 

electrolyzer functioning at 25% utilization, the LCOH was estimated at €6.91 per kilogram of 

hydrogen. This figure underscores the sensitivity of hydrogen production costs to utilization 

rates and infrastructure investment. Under more favorable capital expenditure (CAPEX) 

conditions—such as €1,300 per kW—the LCOH could decrease to approximately €4.45/kg H₂, 

highlighting the potential for cost reductions through technological advancements, economies 



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of scale, or improved operational efficiency. In parallel, the LCOE was calculated for 

electricity generated by converting hydrogen back into power using proton exchange 

membrane (PEM) fuel cells operating at 50% electrical efficiency. Based on a recoverable 

energy output of 96 MWh/year, and applying the same cost structure as the LCOH scenario, 

the resulting LCOE was €0.41/kWh in the base case. While this is relatively high compared to 

current grid prices, it provides a valuable benchmark for assessing the potential role of 

hydrogen as a clean, dispatchable, and locally produced energy source within airport 

operations.  

It is important to note that the full hydrogen-to-electricity conversion process at TIA 

requires two distinct systems: a PEM electrolyzer for hydrogen production and a PEM fuel cell 

for electricity generation. While the LCOH reflects only the cost of hydrogen production, the 

LCOE incorporates both the cost of hydrogen and the capital and operational expenses 

associated with the fuel cell system. This dual-system configuration highlights the need for 

optimized system integration, cost-effective design, and high utilization rates to ensure the 

overall economic viability of hydrogen deployment within airport infrastructure. 

 

Table 2. Summary of Levelized Cost of Hydrogen (LCOH) under different CAPEX scenarios 

Scenario CAPEX (€ 

/ kW) 

Annual 

Cost (€) 

LCOH 

(€/kg H₂) 

LCOE 

(€/kWh) 

Hydrogen Mobility 

Cost (€/km) 

Base Case (High 

CAPEX) 
1,970 34,561 6.91 0.41 1.16 

Optimistic Case 

(Lower CAPEX) 
1,300 22,472 4.45 0.26 0.85 

Source: Elaborated by authors 

 

In addition to stationary applications, the study also evaluated the economic feasibility 

of hydrogen for mobility. Based on an average consumption of 9 kg of H₂ per 100 km and the 

previously calculated LCOH values, the fuel cost alone was estimated at €0.62 per km in the 

base case and €0.40 per km in the optimistic scenario. To provide a more comprehensive cost 

assessment, additional factors were considered: the capital cost of a hydrogen fuel cell bus 

(assumed at €650,000 in the base case and €500,000 in the optimistic case), depreciation over 

a 12-year operational lifespan with an annual mileage of 60,000 km, and maintenance costs 

estimated at approximately €0.15 per km. 

When all cost components are included, the total economic cost of hydrogen mobility 

is estimated at €1.16 per km in the base case and €0.85 per km in the optimistic scenario. These 

figures underscore that hydrogen-fueled mobility remains capital-intensive, particularly during 

the early stages of deployment. Nevertheless, it offers significant operational benefits in airport 

environments, including fast refueling, zero local emissions, and low noise levels, making it an 

attractive option for fleet decarbonization, especially in contexts where vehicle range and 

operational uptime are critical. 



Andi MEHMETI, Endrit ELEZI, Armila XHEBRAJ, Ylber BEZO 

 

213 

 

3.4.SWOT attributes 

Table 3 illustrates the strategic potential of integrating hydrogen technologies at Tirana 

International Airport (TIA). The integration of hydrogen technologies at Tirana International 

Airport (TIA) presents several notable strengths, including compatibility with solar energy, 

enhanced energy independence, reduced operating costs, and rapid refueling capabilities with 

high efficiency. The development of green aviation infrastructure promises long-term savings 

and delivers both environmental and public health benefits (Yusaf et al., 2022, p. 5). Hydrogen 

can complement solar energy systems, enabling a more sustainable energy mix for airport 

operations (Zhou et al., 2022, p. 7). This potential is reinforced by the recent doubling of TIA’s 

photovoltaic (PV) system capacity from 1 MW to 2 MW, enhancing the airport’s ability to 

support on-site green hydrogen production and reduce grid dependency. It can further reduce 

reliance on conventional fossil fuels, enhancing energy security. Over time, hydrogen's 

efficiency and scalability can lower operational expenses. Hydrogen allows for faster refueling 

compared to battery-electric alternatives, making it suitable for aviation needs. Refueling a 

hydrogen tank only takes minutes, whereas fully charging a battery may take hours, depending 

on the battery technology and the local electrical power limitation (Offer et al., 2010, p. 28).  

 

Table 3. SWOT Analysis of Hydrogen integration at Tirana International Airport (TIA) 

STRENGTHS 

 Renewable Energy Integration – On-site 

solar PV (1→2 MW), potential for wind 

energy, enabling 24/7 green hydrogen via 

electrolysis 

 Energy Resilience – Reduced grid 

dependence, hydrogen storage for backup 

power during outages 

 Operational Advantages – Faster refueling 

(3–5 min), longer range and uptime for 

ground support equipment, lower 

maintenance than diesel 

 Environmental Benefits – Zero operational 

emissions, noise pollution reduction, 

improved air quality around the airport 

 Policy Alignment – Matches EU Green 

Deal, supports Albania’s NDC, complies 

with CORSIA 

 Scalability – Modular hydrogen systems 

allow for phased expansion as demand 

grows 

WEAKNESSES 

 Infrastructure Gaps – No existing 

hydrogen production, storage or refueling 

systems; high capital investment required 

 Regulatory Barriers – Lack of mature 

hydrogen safety standards and limited 

regulatory experience 

 Technical Expertise – Shortage of skilled 

workforce for hydrogen system operation 

and maintenance 

 Economic Feasibility – High hydrogen cost 

and uncertain return on investment in current 

market conditions 

 Limited Domestic Supply Chain – 

Dependence on foreign equipment and 

expertise increases implementation 

complexity 

OPPORTUNITIES 

 Renewable Expansion – Potential for 

hybrid solar-wind systems to power 

hydrogen production continuously 

 Smart Energy Systems – Implementation of 

energy management systems to optimize 

supply-demand and resilience 

THREATS 

 Market Uncertainty – Slow adoption of 

hydrogen-powered aircraft may delay 

infrastructure utilization 

 Safety Perceptions – Public concerns over 

hydrogen safety may affect acceptance and 

implementation 



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 Health & Community Benefits – Reduction 

in NOx and particulate matter; improved 

health outcomes and public support 

 Strategic Partnerships – Collaborate with 

Airbus and EU hydrogen initiatives for co-

development and visibility 

 Branding & Marketing – Position TIA as a 

Balkan “Green Hub” to attract green tourism 

and eco-conscious airlines 

 Funding & Incentives – Access to EU 

climate finance and support through public-

private partnerships 

 Technology Demonstration – Use the 

airport as a showcase for clean hydrogen 

technologies in the region 

 Technology Competition – Battery-electric 

and sustainable aviation fuel (SAF) 

technologies may become more dominant 

 Supply Chain Risks – Dependency on 

imported hydrogen tech and potential 

delivery delays 

 Policy & Bureaucracy – Delays or 

reversals in national policy, limited 

government support or changing priorities 

Source: Elaborated by authors using  

 

The advantages of a hydrogen economy are counterbalanced by significant weaknesses, 

such as high initial investment requirements, safety and security concerns, and the current 

absence of a hydrogen distribution network. Developing hydrogen infrastructure requires 

substantial upfront costs, including storage and distribution systems (Ngyon & Darekar, 2024, 

p.7). Hydrogen is highly flammable and requires stringent safety measures for storage and 

handling. Safety concerns are among the major barriers to the broad application of H2 as a fuel 

source (Lavanya et al., 2024, p.3). In the production of green hydrogen, one of the main 

challenges is reducing the number of accidents, which are mainly related to electrical risk and 

oxygen contamination of hydrogen (Calabrese et al., 2024, p.9). Additionally, limited 

expertise, lack of financial incentives, and low public awareness present further barriers. The 

Western Balkans, especially Albania, face a major skills gap in hydrogen technologies due to 

limited technical expertise, low public awareness, and inadequate VET and reskilling programs 

(Radovanovic and Stevanovic Carapina, 2024, p. 5). 

Despite these challenges, there are multiple opportunities to strengthen the initiative, 

including positioning TIA as a green airport, generating new employment, reducing the 

airport’s carbon footprint, and integrating with sustainable public transport systems. Integrating 

hydrogen technologies into this ongoing effort would mark a significant step forward in 

decarbonizing airport infrastructure. The expanded PV system also increases resilience, 

enabling more stable and reliable hydrogen production from renewable sources. Hydrogen can 

serve as a clean energy source for ground support equipment, shuttle buses, and potentially 

even short-haul aircraft in the future, further enhancing TIA’s environmental credentials. Fuel 

cell electric vehicles emit only water vapor and warm air, producing no harmful tailpipe 

emissions. The development of hydrogen technology can also act as a powerful driver of 

economic growth and job creation. It opens up employment opportunities across a broad 

spectrum of sectors, including engineering, system design, installation, maintenance, logistics, 

and operations. As the hydrogen and fuel cell industries expand, a wide array of new jobs will 

emerge, ranging from high-tech positions to vocational and skilled trades, spanning different 



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215 

 

skill levels, tasks, and income brackets (Bezdek, 2018, p. 9). This can support just transition 

strategies, particularly for workers from traditional fossil fuel industries. To help cover the 

substantial investment costs associated with hydrogen integration, TIA can leverage access to 

EU and international funding instruments, such as the European Green Deal, Horizon Europe, 

and the Connecting Europe Facility, all of which prioritize investments in sustainable transport 

and clean energy infrastructure. Additionally, the airport could benefit from the formation of 

Public-Private Partnerships (PPPs), which unite government agencies, private investors, and 

technology developers to co-finance infrastructure, share financial risks, and accelerate 

implementation. PPPs are increasingly recognized as crucial for fostering the development of 

emerging technologies, such as hydrogen applications (Pinilla‐De La Cruz et al., 2023, p. 6). 

These funding avenues and collaborative models offer a viable path to reduce the financial 

burden on TIA, making the project more feasible while supporting both environmental goals 

and long-term economic resilience. 

Nevertheless, external threats such as economic viability concerns, competition from 

other renewable technologies (e.g., solar + battery systems and sustainable aviation fuels), 

technical and regulatory challenges, public safety perceptions, and fluctuating energy markets 

may hinder implementation and long-term success. 

 

4. CONCLUDING REMARKS 

This study explored the feasibility of integrating hydrogen and fuel cell technologies at 

Tirana International Airport (TIA), with a focus on both stationary and mobility-related 

applications powered by rooftop photovoltaic (PV) energy. The results confirm that even 

partial use of available solar capacity (25%) could produce approximately 5,750 kg of 

hydrogen annually, enabling the generation of 96 MWh of electricity or powering more than 

63,000 km of zero-emission vehicle travel. These findings align with earlier studies on 

hydrogen’s potential in airport ecosystems (Wu et al., 2025; Rasul et al., 2015). From an 

environmental perspective, the analysis shows a clear advantage for mobility applications. 

While stationary hydrogen fuel cells offer modest emissions savings (252 kg CO₂/year), 

mobility uses deliver a significantly greater reduction (approximately 70,181 kg CO₂/year), 

primarily through diesel displacement. Even after accounting for induced emissions from PV-

powered electrolysis (~11,857 kg CO₂/year), the net reduction remains substantial—58,576 kg 

CO₂ annually—confirming the environmental feasibility of mobility-focused hydrogen 

strategies. Beyond technical and environmental performance, the economic and management 

dimensions are critical to the real-world viability of hydrogen integration. The Levelized Cost 

of Hydrogen (LCOH) was calculated at €6.91/kg under current CAPEX and utilization 

conditions, with potential to decrease to €4.45/kg in more favorable investment scenarios. For 

airport operators, these values highlight the importance of system optimization, financial 

planning, and policy alignment to improve cost-effectiveness. Moreover, the Levelized Cost of 

Electricity (LCOE) for hydrogen-generated power was estimated at €0.41/kWh—relatively 

high, but strategically valuable for peak shaving or emergency backup applications. In the case 

of mobility, total cost per kilometer was estimated at €1.16 in the base scenario and €0.85 in 

the optimistic scenario. While hydrogen vehicles remain capital-intensive during early-stage 

adoption, operational advantages such as fast refueling, reduced noise, and zero local emissions 



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216 

 

make them attractive for airport fleet management, especially for ground support equipment 

with high uptime requirements.  

From a management perspective, this transition requires coordinated investment 

planning, infrastructure phasing, and workforce development. The SWOT analysis illustrates 

both opportunities (e.g., access to EU funding, branding as a green hub, job creation) and risks 

(e.g., skills shortages, regulatory gaps, and uncertain ROI). Hydrogen integration should 

therefore be framed not just as a technological innovation but as a strategic infrastructure 

investment, requiring involvement from airport leadership, public agencies, and private 

partners. Strategically, hydrogen deployment positions TIA within a broader enterprise 

innovation ecosystem (Nahara, 2024), where cross-sectoral collaboration, modular design, and 

flexible financing mechanisms—particularly public-private partnerships (PPPs)—are 

essential. This aligns with Živanović et al. (2023), who emphasize the need for innovation 

management structures that support business excellence and long-term sustainability goals. 

Additionally, evidence from the Western Balkans shows that infrastructure innovation 

contributes positively to economic growth (Hysaj & Sulҫaj, 2024), reinforcing the strategic 

value of this investment for Albania’s green economy transition. 

In sum, while technical and environmental metrics confirm the feasibility of hydrogen 

systems at TIA, long-term success will depend on addressing economic barriers, leveraging 

funding instruments, and embedding the project within a strategic airport management 

framework. 

 

Acknowledgment  

This work was funded by the Albanian National Agency for Scientific Research and Innovation 

(AKKSHI) through the funded project EkoALPort (decision PTI 1021/2, dated 16.07.2024), 

titled “Multidimensional Study and Assessment of Fuel Cell Energy Systems in Seaports and 

Airports: Boosting Green Tourism”. The content is the sole responsibility of the author (s) and 

does not necessarily reflect the views of AKKSHI. 

 

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