Published: March 17, 2022
On March 21st, Mexico City's new Felipe Ángeles International Airport will be inaugurated. The decision to construct a new airport at the existing Santa Lucía Airbase followed the notorious cancellation of the massive Mexico City Texcoco Airport project in December 2018.
For many people, the airport project, located in the Zampungo District, 30 miles (49 kilometers) north-northeast of the historic center of Mexico City, seemed to drop out of the sky. However, plans to build a new airport there date back all the way to 1967. AirportHistory.org has the story and the plans. Read all about it below!
For many people, the airport project, located in the Zampungo District, 30 miles (49 kilometers) north-northeast of the historic center of Mexico City, seemed to drop out of the sky. However, plans to build a new airport there date back all the way to 1967. AirportHistory.org has the story and the plans. Read all about it below!
A second airport for Mexico City
BACKGROUND
Mexico City's "Benito Juárez International Airport", initially called "Central Air Port" and later "Mexico City International Airport," opened for operations in 1929. The airport took its current form in 1952, with the completion of runway 05R/23L, the current Terminal 1, the air traffic control tower, and airport administration building.
Benito Juárez is located only a few miles from the historic center of Mexico City, and even in the early 1960s, it was recognized that the airport's possibilities to expand were limited due to urban encroachment. In 1962, discussions started about building a brand-new Jet-Age airport for Mexico City.
Mexico City's "Benito Juárez International Airport", initially called "Central Air Port" and later "Mexico City International Airport," opened for operations in 1929. The airport took its current form in 1952, with the completion of runway 05R/23L, the current Terminal 1, the air traffic control tower, and airport administration building.
Benito Juárez is located only a few miles from the historic center of Mexico City, and even in the early 1960s, it was recognized that the airport's possibilities to expand were limited due to urban encroachment. In 1962, discussions started about building a brand-new Jet-Age airport for Mexico City.
A 1968 view of Mexico City International Airport, looking northeast. At this time, the airport still had room to grow but the city was creeping up on the airport from three sides and planners started to look outside the city limits for a suitable location for a Jet-Age airport.
ZUMPANGO
In 1967, a site in the municipality of Zumpango, 30 miles (45 kilometres) north-northeast from downtown Mexico City, was first identified as a potential location for a new airport. The area already hosted an airport: the Santa Lucía Air Force Base, which opened in 1952.
In 1967, a site in the municipality of Zumpango, 30 miles (45 kilometres) north-northeast from downtown Mexico City, was first identified as a potential location for a new airport. The area already hosted an airport: the Santa Lucía Air Force Base, which opened in 1952.
A 2012 aerial view of Lake Zumpango looking east. The town of Zumpango is located on the upper right of the image. The Santa Lucia Airbase is just to the right of the image.
In the 1970s, traffic at Benito Juárez grew very rapidly, leading to congestion and major safety issues. Thus, finding a new airport site became urgent. In 1974, the Zumpango site was selected as the site for Mexico City new airport.
Plans called for an airport with three parallel runways and a cross-wind runway. The passenger terminals would be able to handle 15 million passengers annually and could be expanded to a capacity of 25 million passengers.
The existing Benito Juárez Airport was expected to remain open and focus on general aviation and a handful of busy domestic routes.
The project was expected to cost 1.3 billion Mexican Pesos, which Mexico--then still very much still a developing country--had hoped to fund with a loan from the World Bank.
Plans called for an airport with three parallel runways and a cross-wind runway. The passenger terminals would be able to handle 15 million passengers annually and could be expanded to a capacity of 25 million passengers.
The existing Benito Juárez Airport was expected to remain open and focus on general aviation and a handful of busy domestic routes.
The project was expected to cost 1.3 billion Mexican Pesos, which Mexico--then still very much still a developing country--had hoped to fund with a loan from the World Bank.
A preliminary layout for the proposed Zumpango Airport, which would become Mexico City's main airport when completed. The plan contained a strategic reservation, allowing for more runways and terminals, enabling the airport to grow beyond the envisaged capacity of 25 million passengers annually.
SANTA LUCIA AIRBASE UPGRADE
Interestingly, in September 1978, Mexico's secretary of defence announced that the Santa Lucía Air Force Base, a stone's throw away from the Zumpango site, would be upgraded to a civil airport, and that all domestic flights would be transferred there, leaving Benito Juárez with international flights only.
CANCELLATION
In 1979, Benito Juárez Airport handled over 10 million passengers for the first time. That same year, the government decided to go ahead with the Zumpango project, the first phase of which was expected be completed by the mid-1980s.
Then things suddenly go quiet around the project. It can only be assumed that the government failed to secure the neccessary financing. Instead, a major expansion of Benito Juárez was carried out, which doubled the passenger terminal in size.
Interestingly, in September 1978, Mexico's secretary of defence announced that the Santa Lucía Air Force Base, a stone's throw away from the Zumpango site, would be upgraded to a civil airport, and that all domestic flights would be transferred there, leaving Benito Juárez with international flights only.
CANCELLATION
In 1979, Benito Juárez Airport handled over 10 million passengers for the first time. That same year, the government decided to go ahead with the Zumpango project, the first phase of which was expected be completed by the mid-1980s.
Then things suddenly go quiet around the project. It can only be assumed that the government failed to secure the neccessary financing. Instead, a major expansion of Benito Juárez was carried out, which doubled the passenger terminal in size.
A mid-1980s aerial of the Benito Juárez passenger terminal after the completion of the first-phase expansion project, which doubled the terminal in size.
TOLUCA AIRPORT
Besides expanding Benito Juárez, the government also decided to build a new reliever airport at Toluca, 40 miles (60 kilometers) west of Mexico City by road.
Toluca opened in 1984 with a single 9,842 foot (3,000-metre) runway and a small terminal. However, the airport failed to attract much interest from airlines.
A major factor impacting the airport's viability is its elevation, which at 8,466 feet (2,580 meters), significantly lowers aircraft performance at take-off, thus raising operating cost.
Besides expanding Benito Juárez, the government also decided to build a new reliever airport at Toluca, 40 miles (60 kilometers) west of Mexico City by road.
Toluca opened in 1984 with a single 9,842 foot (3,000-metre) runway and a small terminal. However, the airport failed to attract much interest from airlines.
A major factor impacting the airport's viability is its elevation, which at 8,466 feet (2,580 meters), significantly lowers aircraft performance at take-off, thus raising operating cost.
GALLERY: TOLUCA AIRPORT (CLICK TO ENLARGE)
Toluca's terminal building in 1984.
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A recent aerial view of Toluca International Airport.
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1980S: MORE STUDIES
Studies into a large-scale, long-term solutions for Mexico City's need for airport capacity continued. Nine possibilities were studied, including eight new sites and an expansion of Benito Juárez.
Three options remained: A brand new airport on the Texcoco lakebed, 14 miles (23 kilometers) from the city, which would replace Benito Juarez; expansion of the newly built Toluca Airport; or a (radical) expansion of Benito Juárez.
The Texcoco and Toluca options were rejected, mainly on the basis that they were deemed to be too far from the city and the option to expand Benito Juárez remained.
THIRD RUNWAY
The plans envisaged the construction of a third parallel runway and a remote boarding concourse northeast of the current airport, an idea first proposed in 1970. Passengers would be transported by bus between the main terminal and the new boarding concourse.
Later on, four additional runways and two boarding concourses could be built, after which the current runways would be closed. The passenger terminal would remain in the existing location. The bus connection between the terminal and concourses would be upgraded to an automated people mover shuttle (APM).
However, during the 1980s, growth at Benito Juárez leveled off with passenger numbers hovering around the 10-11 million passenger mark and thus the plans were dropped.
Studies into a large-scale, long-term solutions for Mexico City's need for airport capacity continued. Nine possibilities were studied, including eight new sites and an expansion of Benito Juárez.
Three options remained: A brand new airport on the Texcoco lakebed, 14 miles (23 kilometers) from the city, which would replace Benito Juarez; expansion of the newly built Toluca Airport; or a (radical) expansion of Benito Juárez.
The Texcoco and Toluca options were rejected, mainly on the basis that they were deemed to be too far from the city and the option to expand Benito Juárez remained.
THIRD RUNWAY
The plans envisaged the construction of a third parallel runway and a remote boarding concourse northeast of the current airport, an idea first proposed in 1970. Passengers would be transported by bus between the main terminal and the new boarding concourse.
Later on, four additional runways and two boarding concourses could be built, after which the current runways would be closed. The passenger terminal would remain in the existing location. The bus connection between the terminal and concourses would be upgraded to an automated people mover shuttle (APM).
However, during the 1980s, growth at Benito Juárez leveled off with passenger numbers hovering around the 10-11 million passenger mark and thus the plans were dropped.
The proposed radical expansion of Benito Juárez envisaged the construction of what was in essence a brand new airport just beyond the perimeter of the existing one (see below).
In the first phase of the proposed expansion, a third parallel runway and remote boarding concourse would be built northeast of the current airport. Passengers would reach the remote boarding concourse by bus.
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Later on, additional runways and boarding concourses would be built. The existing runways would be closed and only the terminal building would remain. Passengers would be brought to the boarding concourses via a people mover.
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1990S: MORE STUDIES
Traffic growth returned to "MEX" in the 1990s. In order to provide relief, in 1994, all general aviation flights were moved to Toluca Airport.
From 1996 onward, new studies were conducted into long-term solutions for Mexico City's aviation needs. Among the options again was the 1980s plan to build a third runway just outside of the perimeter of Benito Juárez.
Feasibility studies indicated two viable options: a replacement airport at Texcoco or a supplemental one near the town of Tizayuca, 80 kilometers north-northwest of Mexico City.
Tizayuca was considered too far from the city. Also, the nearby mountains presented problems for air traffic controllers and pilots. Texcoco was clearly the best option: it was relatively close to the city, had plenty of space to expand, and the government owned most of the land in the area.
There were also objections, mostly of an ecological nature. The old lakebed played a critical role controlling water flow and preventing floods in the city. The Texcoco area is also one of North America’s major migratory bird sanctuaries. The birds could also pose a safety hazard to departing and landing aircraft.
Traffic growth returned to "MEX" in the 1990s. In order to provide relief, in 1994, all general aviation flights were moved to Toluca Airport.
From 1996 onward, new studies were conducted into long-term solutions for Mexico City's aviation needs. Among the options again was the 1980s plan to build a third runway just outside of the perimeter of Benito Juárez.
Feasibility studies indicated two viable options: a replacement airport at Texcoco or a supplemental one near the town of Tizayuca, 80 kilometers north-northwest of Mexico City.
Tizayuca was considered too far from the city. Also, the nearby mountains presented problems for air traffic controllers and pilots. Texcoco was clearly the best option: it was relatively close to the city, had plenty of space to expand, and the government owned most of the land in the area.
There were also objections, mostly of an ecological nature. The old lakebed played a critical role controlling water flow and preventing floods in the city. The Texcoco area is also one of North America’s major migratory bird sanctuaries. The birds could also pose a safety hazard to departing and landing aircraft.
Credit: Google Earth.
2000S: A FAILED ATTEMPT TO LAUNCH TEXCOCO
On October 22, 2001, then-President of Mexico Vicente Fox announced the construction of a new airport at Texcoco. However, the residents of San Salvador Atenco, mostly subsistence farmers, resisted the expropriation of their land.
In May 2006, this led to violent clashes between the police and residents. The project was cancelled shortly after.
Meanwhile Benito Juárez was expanding its capacity by building a new Terminal 2, which opened in November 2007.
However, with no runway capacity being added, this only brought temporary relief. By the early 2010's, Benito Juárez
was bursting at the seams once more.
A RENEWED FOCUS ON TOLUCA
Renewed efforts were made to develop Toluca as a reliever. A new passenger terminal opened in 2006, with the idea that 25% of traffic from Benito Juárez could be channeled through Toluca.
Initially it worked. Airlines such as Aeroméxico and new players such as Interjet and Volaris flocked to Toluca and in 2008, the airport handled over 4 million passengers. However, in the aftermath of the financial crisis of 2009, the airlines started cutting routes and traffic dwindled.
On October 22, 2001, then-President of Mexico Vicente Fox announced the construction of a new airport at Texcoco. However, the residents of San Salvador Atenco, mostly subsistence farmers, resisted the expropriation of their land.
In May 2006, this led to violent clashes between the police and residents. The project was cancelled shortly after.
Meanwhile Benito Juárez was expanding its capacity by building a new Terminal 2, which opened in November 2007.
However, with no runway capacity being added, this only brought temporary relief. By the early 2010's, Benito Juárez
was bursting at the seams once more.
A RENEWED FOCUS ON TOLUCA
Renewed efforts were made to develop Toluca as a reliever. A new passenger terminal opened in 2006, with the idea that 25% of traffic from Benito Juárez could be channeled through Toluca.
Initially it worked. Airlines such as Aeroméxico and new players such as Interjet and Volaris flocked to Toluca and in 2008, the airport handled over 4 million passengers. However, in the aftermath of the financial crisis of 2009, the airlines started cutting routes and traffic dwindled.
This recent overview of MEX shows that the airport has developed to its full potential. The original Terminal 1 is located to the left of the runways. The new Terminal 2, which opened in 2007, is located in the bottom right of the image.
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2010S: RELAUNCH OF THE TEXCOCO AIRPORT PROJECT
In response to the capacity crisis, in 2014, the government of Enrique Peña Nieto relaunched the Texcoco airport project. The location was more to the west than the 2001 plan, in an area where the government already owned all the neccesary land.
In the first phase, the airport would boast three runways and a passenger capacity of 70 million passengers--twice the declared capacity of Benito Juárez--and a cargo capacity of 2 million tonnes of cargo. In the final stage, the airport would have six parallel runways, two passenger terminals, two satellite terminals, and an annual capacity of 135 million passengers.
Due to its proximity of Texcoco to Benito Juárez Airport, the latter would have to close. Work started in September 2015, with ground preparation work that included massive soil improvement work to control subsidence at the site, a former lakebed.
In response to the capacity crisis, in 2014, the government of Enrique Peña Nieto relaunched the Texcoco airport project. The location was more to the west than the 2001 plan, in an area where the government already owned all the neccesary land.
In the first phase, the airport would boast three runways and a passenger capacity of 70 million passengers--twice the declared capacity of Benito Juárez--and a cargo capacity of 2 million tonnes of cargo. In the final stage, the airport would have six parallel runways, two passenger terminals, two satellite terminals, and an annual capacity of 135 million passengers.
Due to its proximity of Texcoco to Benito Juárez Airport, the latter would have to close. Work started in September 2015, with ground preparation work that included massive soil improvement work to control subsidence at the site, a former lakebed.
GALLERY: THE TEXCOCO AIRPORT PROJECT (CLICK TO ENLARGE)
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CANCELLATION
A major critic of the project was presidential candidate López Obrador, who had called the project a "bottomless pit" rife with corruption. He proposed to abandon the Texcoco project in favor of maintaining Benito Juárez and upgrading the Santa Lucía and Toluca airports, claiming it would cost at least USD 5 billion less than the Texcoco project.
In October 2018, after winning the election, López Obrador organized a referendum on Texcoco. Just over a million people voted, two thirds of whom voted in favor of abandoning the project. Construction on Texcoco was stopped in December 27, 2018. At the time, the airport was about one third completed.
A major critic of the project was presidential candidate López Obrador, who had called the project a "bottomless pit" rife with corruption. He proposed to abandon the Texcoco project in favor of maintaining Benito Juárez and upgrading the Santa Lucía and Toluca airports, claiming it would cost at least USD 5 billion less than the Texcoco project.
In October 2018, after winning the election, López Obrador organized a referendum on Texcoco. Just over a million people voted, two thirds of whom voted in favor of abandoning the project. Construction on Texcoco was stopped in December 27, 2018. At the time, the airport was about one third completed.
An aerial view of the abandoned project looking northwest. The outline of the terminal and runways can be clearly seen. The total surface area of the airport was 4,430 hectares. The current plan is to turn the site into an ecological park.
A UNIQUE PROJECT
Following the referendum, plans were quickly readied for Santa Lucía Air Force Base. The Santa Lucía project would be a unique project in that it would be a military undertaking, with the Mexican Office for National Defence (SEDENA) being in charge of Santa Lucía's design, construction, and operation.
Very much befitting this unique situation, the new airport would be named after Felipe Ángeles Ramírez , a general who was considered "the best artilleryman in Mexico."
Initial plans called for the construction of a civilian airport with two parallel runways next to the Santa Lucía Air Force Base, which would be left mostly intact.
The plans, developed by a construction company, were very basic and did not meet any minimum technical characteristics for an airport Master Plan or an architectural project, let alone the minimum characteristics for a project as complex as an international airport.
Following the referendum, plans were quickly readied for Santa Lucía Air Force Base. The Santa Lucía project would be a unique project in that it would be a military undertaking, with the Mexican Office for National Defence (SEDENA) being in charge of Santa Lucía's design, construction, and operation.
Very much befitting this unique situation, the new airport would be named after Felipe Ángeles Ramírez , a general who was considered "the best artilleryman in Mexico."
Initial plans called for the construction of a civilian airport with two parallel runways next to the Santa Lucía Air Force Base, which would be left mostly intact.
The plans, developed by a construction company, were very basic and did not meet any minimum technical characteristics for an airport Master Plan or an architectural project, let alone the minimum characteristics for a project as complex as an international airport.
The first Master Plan for Santa Lucía envisaged the construction of a civil airport next to the existing air force base.
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The first terminal concept envisaged an elongated passenger terminal with three boarding concourses.
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ADJUSTMENT OF THE PLANS
SEDENA engaged Mexican architect Francisco Gonzalez-Pulido to prepare the new Master Plan and design the passenger terminal. Interestingly, Mr. Pulido also participated in the design competition for the Texcoco project but lost to architects Norman Foster and Fernando Romero.
The new plans envisaged an airport with three runways--two for civilian use and one for military use--with space for a fourth runway in the future. The initial capacity is 19.5 million passengers and 470,000 tonnes of cargo annually. As of March 2022, the total investment stands at USD 5.6 billion dollars, which includes a new expressway connecting the airport to the city.
Depending on demand, the facilities can be expanded to handle 85 million passengers and 3 million tonnes of cargo annually, a volume which is expected to be reached by 2050, and which is more than twice the handling capacity of Benito Juárez.
The capacity could even be extended further to a 160 million passengers annually through the construction of satellite boarding lounges.
Construction started in July 2019, while the final plans were still being modified. The fifth and final iteration of the plans was presented as recent as January 2021.
SEDENA engaged Mexican architect Francisco Gonzalez-Pulido to prepare the new Master Plan and design the passenger terminal. Interestingly, Mr. Pulido also participated in the design competition for the Texcoco project but lost to architects Norman Foster and Fernando Romero.
The new plans envisaged an airport with three runways--two for civilian use and one for military use--with space for a fourth runway in the future. The initial capacity is 19.5 million passengers and 470,000 tonnes of cargo annually. As of March 2022, the total investment stands at USD 5.6 billion dollars, which includes a new expressway connecting the airport to the city.
Depending on demand, the facilities can be expanded to handle 85 million passengers and 3 million tonnes of cargo annually, a volume which is expected to be reached by 2050, and which is more than twice the handling capacity of Benito Juárez.
The capacity could even be extended further to a 160 million passengers annually through the construction of satellite boarding lounges.
Construction started in July 2019, while the final plans were still being modified. The fifth and final iteration of the plans was presented as recent as January 2021.
GALLERY: FELIPE ANGELES AIRPORT (CLICK TO ENLARGE)
POTENTIAL
Initially, Felipe Ángeles International Airport will mainly focus on low-cost airlines and cargo traffic. As of March 2021, three domestic airlines and one international airline have signed up to serve Felipe Ángeles.
The expectation is however that airlines will continue to prefer the convenience of downtown Benito Juárez Airport. Of course, this could be changed if the government decided to offer incentives or force airlines to move.
Before Covid, Benito Juárez was operating at or over capacity. Thus it is reasonable to expect that, when traffic recovers, any future growth will be chanelled through Felipe Ángeles.
ACCESSIBILITY
It will take one-and-a-half hour to reach Felipe Ángeles from downtown Mexico City by road. A new suburban train connecting the airport to downtown Buena Vista station will open in August 2023, which proponents say will cut travel time by 50%
This will be attractive for business people and visitors heading to and from downtown. However, most demand originates from elsewhere in the city. Thus, it is expected that Felipe Ángeles will mainly be an attractive and viable alternative for people who live in the northeastern part of the metropolitan region.
Initially, Felipe Ángeles International Airport will mainly focus on low-cost airlines and cargo traffic. As of March 2021, three domestic airlines and one international airline have signed up to serve Felipe Ángeles.
The expectation is however that airlines will continue to prefer the convenience of downtown Benito Juárez Airport. Of course, this could be changed if the government decided to offer incentives or force airlines to move.
Before Covid, Benito Juárez was operating at or over capacity. Thus it is reasonable to expect that, when traffic recovers, any future growth will be chanelled through Felipe Ángeles.
ACCESSIBILITY
It will take one-and-a-half hour to reach Felipe Ángeles from downtown Mexico City by road. A new suburban train connecting the airport to downtown Buena Vista station will open in August 2023, which proponents say will cut travel time by 50%
This will be attractive for business people and visitors heading to and from downtown. However, most demand originates from elsewhere in the city. Thus, it is expected that Felipe Ángeles will mainly be an attractive and viable alternative for people who live in the northeastern part of the metropolitan region.
VIDEO: CONSTRUCTION PROGRESS 31 JANUARY 2022 - IN SPANISH BUT GREAT FOOTAGE
AIRSPACE CONFLICT
A major issue that has had very little coverage, is the conflict of arrival routes of Felipe Ángeles and the existing Benito Juárez. The problem was already identified in studies decades ago. The interference will prohibit both Felipe Ángeles and Benito Juárez to be used at full capacity.
To address the problem, in 2021, a multi-year program was initiated to redesign the airspace and procure new technology and equipment at a cost of USD 232 million.
A major issue that has had very little coverage, is the conflict of arrival routes of Felipe Ángeles and the existing Benito Juárez. The problem was already identified in studies decades ago. The interference will prohibit both Felipe Ángeles and Benito Juárez to be used at full capacity.
To address the problem, in 2021, a multi-year program was initiated to redesign the airspace and procure new technology and equipment at a cost of USD 232 million.
An illustration of the conflicting arrival routes of Felipe Ángeles and Benito Juárez airports.
Credit: MITRE
TOLUCA
It will also be interesting to see if and how Toluca will factor into the equation, as it was supposed to be upgraded as well, even though that isn't justified from a traffic point of view. The airport currently has a capacity of 7-8 million annual passengers. However, In 2019, before the pandemic, the airport handled only 689,000 passengers.
Also, in late 2020, a new tollway connecting Mexico City directly to Toluca Airport was finished, significantly cutting down travel time. However, experts think the airport's elevation will keep limiting its growth potential.
It will also be interesting to see if and how Toluca will factor into the equation, as it was supposed to be upgraded as well, even though that isn't justified from a traffic point of view. The airport currently has a capacity of 7-8 million annual passengers. However, In 2019, before the pandemic, the airport handled only 689,000 passengers.
Also, in late 2020, a new tollway connecting Mexico City directly to Toluca Airport was finished, significantly cutting down travel time. However, experts think the airport's elevation will keep limiting its growth potential.
The road to building a new major airport for Mexico City has been a long and arduous one and it will be fascinating to see if Felipe Ángeles can deliver on its promise. We will follow up on this story in the Momberger Airport Newsletter and, in a few years' time, right here on AirportHistory.org!
Do you have any information or insights that can enhance this article or do you have any thoughts about the Felipe Ángeles Airport project?
Let us know in the comments below!
Do you have any information or insights that can enhance this article or do you have any thoughts about the Felipe Ángeles Airport project?
Let us know in the comments below!
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