Latin America Needs US$178 Billion for Airports: ACI-LAC

Latin American and Caribbean airports need about US$178 billion by mid-century to absorb traffic projected to reach 1.5 billion passengers in 2045, according to ACI-LAC, which named permitting delays and regulatory barriers as the main constraints on private investment. For Mexico, the estimate highlights the MDP-based concession model of OMA, GAP, and ASUR as a regional benchmark, while AICM saturation, new slot rules, and proposed aviation duties shape the investment environment for operators, airlines, and infrastructure investors. 

Airports in Latin America and the Caribbean will need about US$178 billion in investment to handle passenger demand expected to nearly double by mid-century, according to Airports Council International Latin America and the Caribbean (ACI-LAC). The organization named regulatory barriers as the main obstacle for private capital and pointed to Mexico's airport concessions as a regional benchmark.

The projections were presented at the ACI-LAC/World Annual General Assembly, Conference and Exhibition (WAGA 2026), held in Lima from Sept. 25 to 29. Rafael Echevarne, Director General, ACI-LAC, said regional traffic is expected to grow from 809 million passengers in 2026 to around 1.5 billion in 2045, with long-term annual growth of 3.1%. Annual infrastructure spending would need to rise from about US$3.5 billion to more than US$8 billion by mid-century. 

Echevarne described the requirement as an economic opportunity. "This traffic growth also implies job creation; this is not only an investment. Passengers will make a very important contribution to the economy," he says. Echevarne adds that private operators are still willing to fund new airports through concessions, but governments must remove regulations that delay capital deployment. "What we need is permission from governments so that investments can be carried out more quickly, skipping all those administrative processes," he says.

Mexico's Concession Model as Regional Reference

Latin America has more privately concessioned airports than any other region. ACI-LAC says this model has expanded connectivity and has also generated returns for investors. Among these countries, Echevarne singled out Mexico. "Mexico is one of the best examples, at least the airports concessioned to OMA, GAP, and ASUR, which have a properly structured concession. Every five years, an investment plan is prepared, and infrastructure needs derive from it. It is an orderly, flexible process that allows adjustments to the realities of the sector," he says.

The investment outlook comes as regional growth slows. Passenger traffic in the region grew 1.9% in 1H26, while cargo increased 3.6%. Higher jet fuel costs linked to the conflict in the Middle East have slowed the pace. Echevarne also said 133 airports remain below 2019 traffic levels and 20% of city pairs have been lost, with routes falling from 3,959 to 3,303. He added that airport charges make up less than 6% of airline operating costs and are regulated, in most cases set by governments. 

At the global level, Justin Erbacci, Director General, ACI World, said the industry will need to invest US$4.6 trillion by 2055 to meet expected growth, while warning that "we cannot simply build our way out of this challenge." ACI World's latest forecast projects global traffic reaching 18.8 billion passengers by 2045. Erbacci said the number of capacity-constrained airports has risen 36% in the last decade. He called for clearer, longer-lasting rules that lower barriers to long-term investment. ACI World also urged finance ministries to look beyond the immediate revenue aviation generates and consider the wider economic value of connectivity.  

In Mexico, capacity management is already on the regulatory agenda. Mexico City International Airport (AICM) is the only commercial airport in the country officially designated as saturated, and SICT is preparing a three-tier system to classify airports by operational capacity under new slot allocation rules. These measures follow a preliminary agreement with the US, under which Mexican authorities committed to a capacity declaration process based on international standards. AICM has also completed the first phase of a MX$10billion (US$540 million) modernization program, funded with airport-generated revenue rather than federal budget allocations.

Fiscal pressures are also part of the discussion. Industry estimates indicate that airport charges and government taxes can account for up to 60% of the final ticket price in Mexico. In addition, the Ministry of Finance has proposed higher aviation duties in the 2027 Economic Package. ACI-LAC and ACI World argue that faster permitting, predictable regulation, and fiscal policy focused on connectivity will decide whether the region can finance the capacity its expected traffic requires.