text: Expansion and decentralization The airport, constrained by its location in a densely populated area, faced limitations in infrastructure expansion due to urban constraints, limited runway space, and congestion during peak hours. The proximity of the two parallel runways restricts fully simultaneous operations, contributing significantly to the constraint. The terminal underwent expansion on multiple occasions: in 1980, doubling its capacity with a single large terminal layout, and in 1990, separating domestic and international facilities for increased functionality. Renovations continued, and on April 11, 1994, a new International section became operational through a joint venture between Aeropuertos y Servicios Auxiliares (ASA) and Hakim Grupo Industrial, led by Alfredo Hakim Aburto at the time.
  Mexicana, a key player in the country's aviation industry, initiated a decentralization effort to alleviate congestion at the airport. This effort involved relocating numerous flights to airports in Guadalajara, Monterrey, and Mérida. In 1994, all general aviation operations were moved to Toluca International Airport. Since then, only government, military, commercial, and specially authorized aircraft are allowed at the airport. In 2001, the passenger terminal expanded with the construction of a satellite building east of the terminal featuring eight gates.
  Congestion challenges
  The congestion challenges at Mexico City Airport became a prominent issue in Mexican politics in the early 2000s. Large infrastructure projects, particularly in transportation, have historically played a crucial role in presidential legacies due to centralized decision-making, their symbolic significance for progress, and leaders' aspirations to leave a lasting impact.