Greenhouse Gas Emissions Our

2022 Carbon Footprint

Total Scope 1, Scope 2 and Scope 3 well-to-tank jet fuel: 2.8 million metric tons carbon dioxide equivalent (CO2e)

2.8 million metric tons

82.7% SCOPE 1 DIRECT EMISSIONS (99% JET FUEL)

0.2% SCOPE 2 INDIRECT EMISSIONS PURCHASED ELECTRICITY

17.1% SCOPE 3 INDIRECT EMISSIONS FROM VALUE CHAIN (INCLUDING ONLY WELL-TO-TANK JET FUEL) 1

1. Scope 3 currently includes only well-to-tank jet fuel; other Scope 3 categories not yet estimated

Scope 1: Direct Emissions

( TR-AL-110A.1 )

The vast majority (~99%) of our Scope 1 carbon emissions result from jet fuel consumption on our flights and we have been reporting jet fuel emissions annually since 2019. For our 2022 Greenhouse Gas Emissions (GHG) inventory, we expanded our Scope 1 data to include estimated emissions from ground vehicle fuels, which represent less than 1% of our Scope 1 emissions. These emissions are not included in prior years’ Scope 1 inventory and would not materially change previous reporting.

Scope 1, Jet Fuel Emissions:

As we continued to restore operations in 2022, we increased Available Seat Miles (ASMs) by 29%, Revenue Passenger Miles (RPMs) by 49% and GHG emissions by 33% compared to 2021. However, our 2022 operations were still smaller than pre-pandemic levels in 2019, primarily driven by the slow return of demand for travel from Japan to Hawai‘i. In 2022, as compared to 2019, we had 9% lower ASMs, 16% lower RPMs and 11% lower GHG emissions.

As we evaluate our emissions intensity trends, we consider comparison to 2019 to be important in addition to the year-over-year comparison because of the COVID-19 pandemic’s unprecedented impact on air travel. We also believe it is necessary to show our emissions trends both with and without our cargo-only flights to more accurately describe our operations and progress toward decarbonization. In 2020 and 2021, we operated a significant number of long-haul, cargo-only flights as we adjusted our business during the pandemic. This distorted our emissions intensity metrics because cargo flights drove fuel consumption and emissions without generating ASMs or RPMs. We will continue to provide our emissions intensity with and without cargo-only flights for as long as they remain in our reported baseline.

In 2022, including passenger and cargo-only flights, our GHG emissions intensity per ASM increased by 4% compared to 2021 (Table B). This deterioration was driven by (1) higher load factors across our network, (2) more long-haul flying, and (3) the impact of air traffic control (ATC) routing changes in our Honolulu hub. However, our emissions intensity per ASM remained about 2% better than 2019, driven primarily by the increase in fuel-efficient Airbus A321neo aircraft flying. Excluding emissions from cargo-only flights operated in 2022, our GHG emissions intensity was lower by approximately 3% compared to 2019.

We anticipate that our contracted freight operation for Amazon will begin in the fourth quarter of 2023. We are determining how emissions associated with that operation will be represented in our portfolio and will provide updates in a future report.

Table A, Operational statistics (‘000s)

1. RTMs for 2019 through 2021 have been revised to use the 2022 average of 230 lbs per passenger, including bags, in order to present metric on a comparable basis.

2. Jet fuel emissions calculated based on a factor of approximately 9.624 kg CO2 per gallon of jet fuel. MTCO2e stands for metric tons of CO2 equivalent.

3. Ground vehicle fuel emissions were not measured in 2019-2021 but will be going forward.