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George Bush Intercontinental Airport
George Bush Intercontinental Airport
George Bush Intercontinental Airport
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George Bush Intercontinental Airport (IATA: IAH, ICAO: KIAH, FAA LID: IAH)[3] is the main international airport in Houston, Texas, United States, serving the Greater Houston metropolitan area. Initially named Houston Intercontinental Airport upon its opening in 1969, it was renamed in honor of George H. W. Bush, the 41st president of the United States and a resident of Houston, in 1997.[4] It is also commonly called Houston International Airport or George Bush International Airport.

Key Information

Located about 23 miles (37 km) north of Downtown Houston[3] between Interstate 45 and Interstate 69/U.S. Highway 59 with direct access to the Hardy Toll Road expressway, George Bush Intercontinental Airport has scheduled flights to a large number of domestic and international destinations covering five continents. It is the second busiest airport in Texas for international passenger traffic as of 2025 (behind DFW) [5] and has a number of international destinations, the second-busiest airport in Texas as of 2021 and the 15th busiest in the United States for total passenger traffic as of 2022.

IAH covers 10,000 acres (40 km2) of land and has five runways.[2][6] Houston Intercontinental is one of the largest passenger hubs for United Airlines[7] and formerly also served as a hub for defunct Continental Airlines and Texas International Airlines.

History

[edit]

20th century

[edit]
George Bush Intercontinental Airport's air traffic control tower in December 2006

A group of Houston businessmen purchased the site for Bush Intercontinental Airport in 1957 to preserve it until the city of Houston could formulate a plan for a new airport as a replacement for William P. Hobby Airport (at the time known as Houston International Airport). The holding company for the land was named the Jet Era Ranch Corporation, but a typographical error transformed the words "Jet Era" into "Jetero" and the airport site subsequently became known as the Jetero airport site. Although the name Jetero was no longer used in official planning documents after 1961, the airport's eastern entrance was named Jetero Boulevard. Most of Jetero Boulevard was later renamed Will Clayton Parkway.

The City of Houston annexed the Intercontinental Airport area in 1965. This annexation, along with the 1965 annexations of the Bayport area, the Fondren Road area, and an area west of Sharpstown, resulted in a gain of 51,251 acres (20,741 ha) of land for the city limits.[8]

Houston Intercontinental Airport, which was the original name for the airport, opened in June 1969.[4] The airport's IATA code of IAH derived from the stylization of the airport's name as "Intercontinental Airport of Houston."[9][10] All scheduled passenger airline service formerly operated from William P. Hobby Airport moved to Intercontinental upon the airport's completion. Hobby remained open as a general aviation airport and was once again used for scheduled passenger airline jet service two years later when Southwest Airlines initiated intrastate airline service nonstop between Hobby and Dallas Love Field in 1971.[11]

In the late 1980s, Houston City Council considered a plan to rename the airport after Mickey Leland—an African-American U.S. Congressman who died in an aviation accident in Ethiopia. Instead of renaming the whole airport, the city named Mickey Leland International Arrivals Building, which would later become Mickey Leland Terminal D, after the congressman. In April 1997, Houston City Council unanimously voted to rename the airport George Bush Intercontinental Airport/Houston, after George H. W. Bush, the 41st president of the United States.[4][12] The name change took effect on May 2, 1997.[13]

On August 28, 1990, Continental Airlines agreed to build its maintenance center at George Bush Intercontinental Airport; Continental agreed to do so because the city of Houston agreed to provide city-owned land near the airport.[14]

At the time of the opening of IAH in 1969, domestic scheduled passenger airline flights were being operated by American Airlines, Braniff International Airways, Continental Airlines, Delta Air Lines, Eastern Air Lines, National Airlines and Houston-based Texas International Airlines, which had formerly operated as Trans-Texas Airways.[15] International flights at this time were being flown by Pan American World Airways with ten nonstop flights a week operated with Boeing 707 jetliners to Mexico City; KLM Royal Dutch Airlines operating Douglas DC-8 jets four days a week to Amsterdam via an intermediate stop in Montreal; Braniff International with Boeing 727 services several times a week to Panama City, Panama; and Aeronaves de Mexico (now Aeroméxico) flying Douglas DC-9 jets to Monterrey, Guadalajara, Puerto Vallarta, Acapulco and Mexico City several days a week.[16][17][18][19] Texas International was also operating direct services to Mexico at this time with Douglas DC-9 jets to Monterrey and Convair 600 turboprop flights to Tampico and Veracruz.[20]

KLM introduced Boeing 747 services in 1971 and by 1974 Air France was operating four nonstop Boeing 747 flights a week to both Paris and Mexico City.[21][22] Also in 1974, Continental, Pan Am, and National were operating McDonnell Douglas DC-10 wide body jetliners into IAH while Delta was flying Lockheed L-1011 TriStar wide body jets with both types being operated on respective domestic routes from the airport by these airlines; with National also operating Boeing 747s on a Miami–Houston–Los Angeles routing.[23]

By the late 1970s, Cayman Airways had begun nonstop flights between Grand Cayman in the Caribbean and Intercontinental with BAC One-Eleven jets.[24] Cayman Airways served the airport for many years, operating a variety of aircraft including Boeing 727-200, Boeing 737-200, Boeing 737-300, Boeing 737-400 and Douglas DC-8 jetliners into IAH in addition to the BAC One-Eleven.[25] In 1977, British Caledonian, commenced nonstop flights between London's Gatwick Airport and Houston with Boeing 707 service, and later with DC-10 and Boeing 747-200 service.[26] British Airways continued operating the route, when in December 1987, BA took over B-Cal increasing its frequency on the route to double-daily.

By July 1983, the number of domestic and international air carriers serving Intercontinental had grown substantially. American, Continental, Delta and Eastern had been joined by Piedmont Airlines, Southwest Airlines, TWA, United Airlines, USAir and Western Airlines.[27] Western was operating daily McDonnell Douglas DC-10 wide body jet services nonstop to Salt Lake City at this time, with this flight also offering one-stop services to Anchorage, Alaska.[28] International services were being operated by Air Canada, Aviateca, British Caledonian Airways, Continental Airlines, Eastern Air Lines, SAHSA, South African Airways, TACA, TWA and Viasa in addition to Pan Am, KLM, Air France, Aeroméxico and Cayman Airways.[29] Several commuter and regional airlines were also operating passenger services at this time from IAH including Emerald Air (operating as Pan Am Express), Metro Airlines, Rio Airways and Royale Airlines.[27] Metro Airlines was operating "cross-town" shuttle services with de Havilland Canada DHC-6 Twin Otter turboprops with up to seventeen round trip flights a day between IAH and the Clear Lake City STOLport located near the NASA Johnson Space Center and also up to nine round trip flights a day between the airport and Sugar Land Regional Airport as well as other flights to regional destinations in Texas and Louisiana.[27] In addition, at this same time the airport had scheduled helicopter airline services operated by Executive Helicopters with Bell 206L LongRanger helicopters to four Houston-area heliports with up to 36 round trip flights a day.[27]

21st century

[edit]
Runways 33L and 33R at George Bush International Airport
A typical lineup at Terminal D with Lufthansa, Air France, British Airways, and KLM aircraft

Since Houston was not an approved gateway for U.S. to London Heathrow flights under the Bermuda II Agreement, Continental Airlines, and British Airways flew their London services to Gatwick Airport. British Airways, keen to allow its passengers access to connections at its larger Heathrow Airport hub, subsequently flew various routings from Houston to Heathrow, via a gateway approved technical stop, allowing its Houston originating flights to land at Heathrow. While keeping a daily Houston–Gatwick flight, British Airways operated a flight from Houston to Heathrow via Washington-Dulles, with the technical stop being later changed to Chicago-O'Hare and finally to Detroit. In March 2008, the Bermuda II agreement was replaced with the EU–US Open Skies Agreement, allowing Continental Airlines and British Airways to switch its London services from Houston to Heathrow Airport that summer.[30] Gate BA presently operates double-daily flights to London's Heathrow Airport with Boeing 777 and Boeing 787 service.[31]

As of 2007, Terminals A and B remain from the airport's original design. Lewis W. Cutrer Terminal C opened in 1981, the Mickey Leland International Arrivals Building (now called Terminal D) opened in May 1990, and the new Terminal E partially opened on June 3, 2003. The rest of Terminal E opened on January 7, 2004. Terminal D is the arrival point for all international flights except for United flights, which use Terminal E. Flights from Canada on Air Canada and WestJet arrive in terminal A. Terminal D also held customs and INS until the opening of the new Federal Inspection Service (FIS) building, completed on January 25, 2005.[32]

On January 7, 2009, a Continental Airlines Boeing 737-800 departing Bush Intercontinental was the first U.S. commercial jet to fly on a mix of conventional jet fuel and biofuel.[33][34]

In December 2009, the Houston City Council approved a plan to allow Midway Cos. to develop 10 acres (4.0 ha) of land owned by Houston Airport System (HAS) on the grounds of Bush Airport. Midway planned to develop a travel center for the airport's rental car facility. The city dictated the developer needed to place a convenience store and gas station facility, a flight information board, a fast casual restaurant, and a sit-down restaurant in the development. Beyond the required buildings, the developer planned to add an office facility of between 20,000 and 40,000 square feet (1,900 and 3,700 m2) and additional retail space.[35]

In 2011, United Airlines began Boeing 777-200ER services to Lagos, Nigeria; this was the airport's first nonstop flight to the African continent. In May 2016, United ended the Houston–Lagos service citing the inability to repatriate revenue sold locally in Nigerian currency.[36] South African Airways previously operated nonstop Boeing 747SP services in 1983 between Houston and Amilcar Cabral International Airport in the Cape Verde islands off the coast of Africa as a refueling stop for its flights between Houston and Johannesburg, South Africa.[37][38] Continental was also planning to commence nonstop Boeing 787 services to Auckland in New Zealand but these plans were canceled as a reaction to new international flights at Hobby Airport announced by Southwest Airlines.[39] United — which acquired Continental and had fully integrated it into the United brand by early 2012 — had postponed the introduction of this service owing to delays associated with the Boeing 787 Dreamliner.[40] Its 787s were put to use on other international routes, however, including Houston–London and United's then-new Houston–Lagos nonstop flights. The Houston–Auckland nonstop route was then begun by Air New Zealand using a Boeing 777-200ER. In 2014, United added a second daily flight to Tokyo and new routes to Munich, Germany; Santiago, Chile; and Punta Cana, Dominican Republic, and it restarted the Aruba route, which had been canceled in 2012.

In August 2012, Lufthansa switched its daily Houston–Frankfurt route to an Airbus A380 from a Boeing 747-400, making Houston the first airport in Texas to receive A380 service. In addition, Lufthansa has also operated the Boeing 747-8 on the route. Dubai-based carrier Emirates has also operated the A380 on the Dubai-Houston route.

IAH became the first airport in North America to have nonstop flights to every inhabited continent in 2017, with the addition of Air New Zealand, but lost this claim when Atlas Air ended its nonstop flight to Luanda. The airport regained this status in December 2019 when Ethiopian Airlines launched service to Lomé in Togo and Addis Ababa in Ethiopia.[41]

On September 7, 2017, United announced the launch of flights from Houston to Sydney, using a 787-9. The Houston–Sydney service, at 8,596 miles (13,834 km), is currently United's longest nonstop route. Additionally, it surpassed Emirates' Dubai route as the longest flight at IAH.[42]

In January 2019, Ethiopian Airlines became the latest international carrier to announce new service, three-times weekly, to Addis Ababa. The route will be Addis Ababa–Lome–Houston, and the airline is replacing its Los Angeles gateway for Houston. The route will be serviced using the Boeing 787 Dreamliner and will be the city's only gateway to Africa after service to Lagos, Nigeria, was canceled by United Airlines. Service was supposed to begin in June 2019, but was delayed until December 2019. Service began on December 16, 2019. Ethiopian Airlines has since discontinued the route.[41]

In October 2020, Southwest Airlines announced it would return to Bush airport for the first time since it stopped serving the airport in 2005. Service began in April 2021 with five nonstop destinations, augmenting the several dozen destinations it serves from Hobby airport.[43] In 2024, however, Southwest suspended the service to Bush airport once again.

On July 20, 2022, Spirit Airlines crew base plans were cleared. It was also announced that Spirit will bring 500 new jobs to the Houston Area. They added Bush airport as their tenth crew base and Focus city.[44]

In 2020, George Bush Intercontinental Airport began undergoing a $1.3 billion capital improvement program called the IAH Terminal Redevelopment Program (ITRP).[45] The flagship project of this program is the construction of the Mickey Leland International Terminal (MLIT), which will consolidate what is today Terminal D and Terminal E into one centralized terminal including a shared ticketing, departure, and arrival hall.[46] Terminal D will be extensively refurbished with a new concourse, Pier D West, being constructed.[47] The ITRP should be complete by late 2024 or early 2025. Future expansion plans call for a Central D and East D pier to be built as passenger numbers grow, with the full project being capable of handling 33 million enplaned international passengers annually.[45]

Facilities

[edit]

Terminals

[edit]
Terminal A

George Bush Intercontinental Airport has five terminals and 121 total gates.[48] The Skyway automated people mover system provides airside connections between all five terminals.[49] The Subway provides landside connections between the five terminals and the airport hotel.[50] Terminals D & E have access to an international arrivals facility, and Terminal D has gates to support super jumbo jets including the Airbus A380 and Boeing 747-8.[51]

  • Terminal A is primarily used by non-United domestic carriers. It contains 20 gates.[48]
  • Terminal B is used for United Express flights. It contains 30 gates.[48]
  • Terminal C is used for United domestic flights. It contains 29 gates.[48]
  • Terminal D is primarily used for non-United international flights. It contains 18 gates.[48]
  • Terminal E is used for United international flights and international arrivals. It contains 24 gates.[48]

Ground transportation

[edit]

From Downtown Houston one can travel to George Bush Intercontinental by taking I-69/US 59 (Eastex Freeway) to Beltway 8 or to Will Clayton Parkway, and access the airport from either road. From Downtown one could also take I-45 (North Freeway), connect to Beltway 8, and enter the airport from the Beltway.[52] The Hardy Toll Road has an exit from the north or south to the airport.

The Metropolitan Transit Authority of Harris County, Texas, or METRO, offers bus services available at the south side of Terminal C. The 102 Bush IAH Express serves the airport. Previously, METRO also operated an express bus service known as Airport Direct, launched in the summer of 2008, which traveled from Downtown Houston to Terminal C via the HOV lane of the Eastex Freeway (I-69)/(US 59).[53][54][55] In 2010, in an effort to increase ridership and maximize revenue, METRO reduced the fare of Airport Direct and closed a dedicated passenger plaza for the service in Downtown Houston; instead, the bus stopped at several downtown hotels.[56] The fare each way was reduced from $15 to $4.50. The fare change increased ridership levels but reduced cash flow. METRO consistently provided the service at an operational loss.[57] However, in the summer of 2011, METRO announced it was discontinuing the Airport Direct service, while the Route 102 local service (which serves the greater Greenspoint business and residential district before traveling on I-45 to access downtown) continued to operate.[58]

As of 2025, Route 102 continues operating between Downtown Houston and the airport, via Greater Greenspoint, with up to 15 minute headway during weekdays.[59] In April of 2025, Houston Metro also re-introduced nonstop bus service between Downtown Houston and the airport, operating as Route 500 IAH Downtown Direct.[60] Route 500 operates non-stop between the George R. Brown Convention Center and Terminal C at the airport. The route travels via US-59 with a 30 minute headway.[61] Fares for Route 102 is priced at the local bus fare for $1.25 and Route 500 is $4.50.[62]

As of 2016 the Taiwanese airline EVA Air operates a shuttle bus service from Bush IAH to Richardson in the Dallas–Fort Worth area so DFW based customers may fly on its services to and from Houston.[63] Previously China Airlines, also a Taiwanese carrier, provided a shuttle bus service to Sugar Land and the Southwest Houston Chinatown.[64] It ended in 2008 when China Airlines ended its Houston passenger service.[65]

Carriers provide scheduled bus and shuttle services to locations from IAH to NRG Park/NRG Astrodome, Downtown Houston, Uptown, Greenway Plaza, the Texas Medical Center, hotels in the Westchase and Energy Corridor business districts, the city of College Station and William P. Hobby Airport. Super Shuttle uses shared vans to provide services from George Bush Intercontinental Airport to the surrounding communities.[53]

Artwork

[edit]
Flag posts of G7 member countries plus the European Union titled Light Spikes located outside the airport entrance

Ed Carpenter's Light Wings, a multicolored glass sculpture suspended below a skylight, adorns the Terminal A North Concourse.[66] In Terminal A, South Concourse stands Terry Allen's Countree Music. Allen's piece is a cast bronze tree that plays instrumental music by Joe Ely and David Byrne, though the music is normally turned off. The corridor leading to Terminal A displays Leamon Green's Passing Through, a 200-foot (61 m) etched glass wall depicting airport travelers.[67]

The elevators in Terminal B are cased in stainless steel accordion shaped structures designed by Rachel Hecker.[68] The corridor leading to Terminal B has Dixie Friend Gay's Houston Bayou. This work is composed of an 8 ft × 75 ft (2.4 m × 22.9 m) Byzantine glass mosaic mural depicting scenes from Houston's bayous and wetlands, several bronze animals embedded in the floor, and five mosaic columns.

Lights Spikes, designed by Jay Baker, was created for the 1990 G7 Summit when it was hosted by President George H. W. Bush in Houston. The sculpture was relocated to the airport outside E Terminal after the meetings, from its original location in front of the George R. Brown Convention Center. The columns lean at a ten-degree angle toward a central point that represents Houston. The distance between each "spike" and this point is relative to the distance between Houston and the capitals of the countries the flags represent. The countries represented are the United States, the United Kingdom, France, Japan, Canada, Italy and Germany, as well as the European community.[69] The airport has a display of lighted modern sculptures between terminals C and D.[52]

Radiant Fountains, LED-illuminated towers on JFK Boulevard, is the most prominent sculpture around the airport.[70]

Other facilities

[edit]

The airport houses an on-site hotel, a Marriott, between Terminals B and C and is accessible via the landside inter-terminal train which runs every 3 minutes from 3:30 am to 12:30 am every day. The hotel has 573 rooms, one restaurant and bar, a concierge lounge, a coffee shop, health club, sundry shop and a conference center.[71]

A VOR station, identified as IAH, is located on the airport property, south of runway 33L.[72]

Minute Suites are available at Terminal C North, offering private relaxation suites and showers past security.[73]

Airlines and destinations

[edit]

Passenger

[edit]
AirlinesDestinationsRefs
Aeroméxico Mexico City [74]
Aeroméxico Connect Mexico City,[75] Mexico City–AIFA[75] [76]
Air Canada Montréal–Trudeau,[77][78] Toronto–Pearson,[79] Vancouver[80] [81]
Air France Paris–Charles de Gaulle[82] [83]
Air New Zealand Auckland[84][85] [86]
Alaska Airlines Portland (OR),[87] Seattle/Tacoma [88]
All Nippon Airways Tokyo–Haneda[89] [90]
American Airlines Charlotte, Chicago–O'Hare, Dallas/Fort Worth, Miami, Philadelphia, Phoenix–Sky Harbor [91]
American Eagle Chicago–O'Hare, Dallas/Fort Worth, Los Angeles, Miami, Philadelphia, Phoenix–Sky Harbor, Washington–National[92] [91]
Avianca El Salvador San Salvador [93]
British Airways London–Heathrow [94]
Delta Air Lines Atlanta, Detroit, Los Angeles, Minneapolis/St. Paul, New York–JFK,[95] New York–LaGuardia, Salt Lake City [96]
Emirates Dubai–International[97] [98]
EVA Air Taipei–Taoyuan[99] [100]
Frontier Airlines Atlanta, Baltimore (begins November 20, 2025),[101] Charlotte, Chicago–Midway, Chicago–O'Hare, Cincinnati, Denver, Detroit (begins November 21, 2025),[102] Fort Lauderdale (begins November 22, 2025),[103] Guatemala City (begins December 18, 2025),[103] Las Vegas, Los Angeles, Miami, New Orleans (begins February 13, 2026),[citation needed] Ontario, Orlando, Philadelphia (resumes November 21, 2025),[103] Phoenix–Sky Harbor, Raleigh/Durham, San Pedro Sula (begins December 20, 2025),[103] San Salvador (begins December 19, 2025),[103] Tampa
Seasonal: Cancún[104][105] 		[106]
JetBlue Boston[107]
KLM Amsterdam [108]
Lufthansa Frankfurt [109]
Qatar Airways Doha [110]
Spirit Airlines Atlanta, Baltimore, Cancún, Chicago–O'Hare, Detroit, Fort Lauderdale, Guatemala City, Las Vegas, Los Angeles, Miami, Nashville,[111] New Orleans, New York–LaGuardia, Newark, Orlando, Pensacola,[112] San Juan, San Pedro Sula, Tampa, Tegucigalpa/Comayagua [113]
Turkish Airlines Istanbul [114]
United Airlines Albuquerque, Amsterdam, Aruba, Atlanta, Austin, Baltimore, Belize City, Bogotá, Bonaire, Boston, Buenos Aires–Ezeiza, Calgary, Cancún, Charlotte, Chicago–O'Hare, Cincinnati, Cleveland, Columbus–Glenn, Cozumel, Dallas/Fort Worth, Denver, Des Moines, Detroit, Edmonton,[115] Fort Lauderdale, Fort Myers, Frankfurt, Georgetown–Cheddi Jagan,[116] Grand Cayman, Greenville/Spartanburg, Guadalajara, Guatemala City,[117] Honolulu, Indianapolis, Jacksonville (FL), Kansas City, Las Vegas, León/Del Bajío, Liberia (CR), Lima, London–Heathrow, Los Angeles, Managua, Medellín–JMC,[118] Memphis, Mérida, Mexico City, Miami, Midland/Odessa, Minneapolis/St. Paul, Montego Bay, Monterrey, Munich, Nashville, Nassau, New Orleans, New York–LaGuardia, Newark, Omaha, Ontario, Orange County, Orlando, Panama City–Tocumen, Pensacola, Philadelphia, Phoenix–Sky Harbor, Pittsburgh, Portland (OR), Port of Spain, Puerto Vallarta, Punta Cana, Querétaro, Quito, Raleigh/Durham, Rio de Janeiro–Galeão, Roatán, Sacramento, Salt Lake City, San Antonio, San Diego, San Francisco, San José (CR), San José del Cabo, San Juan, San Pedro Sula, San Salvador, São Paulo–Guarulhos, Seattle/Tacoma, St. Louis, St. Thomas, Tampa, Tegucigalpa/Comayagua, Tokyo–Narita, Toronto–Pearson, Tucson, Tulsa, Tulum,[119] Veracruz, Washington–Dulles, Washington–National
Seasonal: Anchorage,[120] Bozeman,[121]Charleston (SC),[122] Eagle/Vail,[123]Glacier Park/Kalispell,[124] Jackson Hole,[125] McAllen,[126] Montrose (begins December 20, 2025),[127] Oklahoma City,[128] Palm Springs,[129] Providenciales,[130] Reno/Tahoe,[131] San Jose (CA),[132] San Luis Potosí,[133] Santiago de Chile,[134]Sydney,[135] Tampico,[citation needed] Vancouver,[136] West Palm Beach,[137] Wichita[127] 		[138]
United Express Aguascalientes, Albuquerque, Alexandria (LA) (resumes May 21, 2026),[139] Amarillo, Atlanta, Austin, Baltimore, Baton Rouge, Birmingham (AL), Brownsville/South Padre Island, Charleston (SC), Charlotte, Chattanooga (begins March 30, 2026),[140] Cincinnati, Colorado Springs, Columbus–Glenn, Corpus Christi, Dallas/Fort Worth, Des Moines, Detroit, El Paso, Fayetteville/Bentonville, Grand Rapids, Greenville/Spartanburg, Guadalajara, Gulfport/Biloxi, Harlingen, Hattiesburg/Laurel (MS), Hobbs, Huntsville, Indianapolis, Ixtapa/Zihuatanejo, Jackson (MS), Jacksonville (FL), Kansas City, Knoxville, Lafayette, Lake Charles, Laredo, León/Del Bajío, Little Rock, Louisville, Lubbock, Manzanillo, McAllen, Memphis, Meridian (MS), Midland/Odessa, Milwaukee, Minneapolis/St. Paul, Mobile–Regional, Monterrey, Montgomery (begins April 7, 2026),[141] Morelia, Nashville, Natchez (begins July 1, 2026),[142] Norfolk, Oaxaca, Oklahoma City, Omaha, Paducah (begins February 24, 2026),[143] Panama City (FL), Pensacola, Pittsburgh, Puebla, Puerto Escondido,[144] Querétaro, Raleigh/Durham, Richmond, Salina,[145] Salt Lake City, San Antonio, San Luis Potosí, Savannah, Shreveport, Springfield/Branson, St. Louis, Tampico, Tepic (begins December 20, 2025),[146] Tucson, Tulsa, Victoria (TX), Wichita
Seasonal: Acapulco,[147] Aspen,[148] Cleveland,[149]Durango (CO),[150] Gunnison/Crested Butte,[151] Hayden/Steamboat Springs,[152] Key West,[153] Mazatlán,[154] Montrose,[155] Palm Springs,[156] Portland (ME),[157] Santa Fe,[158] Sarasota,[159] Traverse City[160] 		[138]
Viva León/Del Bajío, Mexico City, Mexico City–AIFA (begins November 20, 2025),[161] Monterrey
Seasonal: Guadalajara,[citation needed] Querétaro[citation needed] 		[162]
Volaris Guadalajara, Mexico City, Morelia,[163] San Luis Potosí[164][165]
Volaris El Salvador San Salvador [165]
WestJet Calgary[166] [167]
Zipair Tokyo Tokyo–Narita[168] [169]

Cargo

[edit]
AirlinesDestinationsRefs
AeroLogic Frankfurt, Toronto–Pearson [170]
Air France Cargo Mexico City–AIFA, Paris–Charles de Gaulle
Amazon Air Baltimore, Cincinnati, Miami, Portland (OR), Riverside/March Air Base
Ameristar Air Cargo Laredo, Minneapolis/St. Paul
Atlas Air Anchorage, Atlanta, Chicago/Rockford, Cincinnati, Denver, Detroit, Lakeland, Louisville, Mexico City–AIFA, Montgomery, Seoul–Incheon [171]
Baron Aviation Services College Station
CAL Cargo Air Lines Atlanta, Liège [172]
Cargolux Atlanta, Dallas/Fort Worth, Glasgow–Prestwick, Guadalajara, Luxembourg, Mexico City–AIFA, Miami, New York–JFK
Cathay Cargo Anchorage, Dallas/Fort Worth, Hong Kong, Miami
China Airlines Cargo Anchorage, Chicago–O'Hare, Miami
DHL Aviation Cincinnati, Huntsville, New Orleans
Emirates SkyCargo Amsterdam, Brussels, Copenhagen, Dubai–Al Maktoum, Mexico City–AIFA, Zaragoza
FedEx Express El Paso, Fort Worth/Alliance, Indianapolis, Memphis, New Orleans
Kalitta Air Miami
Lufthansa Cargo Frankfurt, Toronto–Pearson
Martinaire Addison, San Antonio
Qatar Cargo Doha, Liège, Luxembourg, Macau, Mexico City–AIFA
Turkish Cargo Istanbul, Madrid, Miami [173]
UPS Airlines Austin, Chicago/Rockford, Dallas/Fort Worth, Louisville, Ontario, San Antonio

Statistics

[edit]

Top destinations

[edit]

Domestic

[edit]
Busiest Domestic Routes from IAH (January 2024 – December 2024)[174]
Rank City Passengers Carriers
1 Colorado Denver, Colorado 833,000 Frontier, Southwest, Spirit, United
2 Illinois Chicago–O'Hare, Illinois 799,000 American, Spirit, United
3 California Los Angeles, California 794,000 American, Delta, Spirit, United
4 Texas Dallas/Fort Worth, Texas 693,000 American, United, Frontier, Spirit
5 Georgia (U.S. state) Atlanta, Georgia 684,000 Delta, Spirit, United
6 Nevada Las Vegas, Nevada 616,000 Frontier, Southwest, Spirit, United
7 New Jersey Newark, New Jersey 591,000 Spirit, United
8 FloridaOrlando, Florida 565,000 Frontier, Southwest, Spirit, United
9 California San Francisco, California 546,000 United
10 New York (state) New York–LaGuardia, New York 492,000 American, Delta, Spirit, United

International

[edit]
Busiest International Routes to and from IAH (January 2024 – December 2024)[175]
Rank City Passengers Carriers
1 Mexico Mexico City, Mexico 854,157 Aeroméxico, United, Viva, Volaris
2 Mexico Cancún, Mexico 727,538 Frontier, Spirit, United
3 El Salvador San Salvador, El Salvador 564,855 Avianca El Salvador, Spirit, United, Volaris El Salvador
4 United Kingdom London–Heathrow, United Kingdom 520,122 British Airways, United
5 Mexico Monterrey, Mexico 432,670 United, Viva
6 Germany Frankfurt, Germany 362,086 Lufthansa, United
7 Mexico Guadalajara, Mexico 360,580 United, Viva, Volaris
8 Guatemala Guatemala City, Guatemala 349,930 Spirit, United
9 Costa Rica San José, Costa Rica 337,279 Spirit, United
10 Canada Toronto–Pearson, Canada 325,865 Air Canada, United

Airline market share

[edit]
Largest airlines at IAH
(January 2023 - December 2023)[176]
Rank Airline Passengers Share
1 United Airlines 33,387,750 72.28%
2 Spirit Airlines 2,931,004 6.35%
3 American Airlines 2,179,192 4.72%
4 Delta Air Lines 1,967,765 4.26%
5 Southwest Airlines 1,189,075 2.57%
6 Other Airlines 4,537,713 9.82%

Annual traffic

[edit]
PassengersYear24,000,00027,000,00030,000,00033,000,00036,000,00039,000,00042,000,00045,000,00048,000,0001995200020052010201520202025PassengersAnnual passenger traffic
Annual passenger traffic (enplaned + deplaned) at IAH, 2002–Present[177]
Year Passengers % Change Year Passengers % Change Year Passengers % Change
2002 33,913,759 — 2012 39,890,756 Decrease0.7% 2022 40,979,422 Increase21.7%
2003 34,208,217 Increase0.9% 2013 39,799,414 Decrease0.2% 2023 46,192,499 Increase12.7%
2004 36,513,098 Increase6.7% 2014 41,257,384 Increase3.7% 2024 48,448,545 Increase4.9%
2005 39,716,583 Increase8.8% 2015 43,023,224 Increase4.3%
2006 42,550,432 Increase7.1% 2016 41,692,372 Decrease3.1%
2007 42,998,040 Increase1.1% 2017 40,372,190 Decrease2.3%
2008 41,708,580 Decrease3.0% 2018 43,807,720 Increase7.6%
2009 40,007,354 Decrease4.1% 2019 45,276,595 Increase3.4%
2010 40,479,569 Increase1.2% 2020 18,217,426 Decrease59.8%
2011 40,187,442 Decrease0.7% 2021 33,677,118 Increase84.9%

Accidents and incidents

[edit]
  • February 1, 1975: a Douglas DC-3 N15HC of Horizon Properties crashed on approach when the port wing collided with an electricity pylon. The aircraft was on a domestic non-scheduled passenger flight from Lawton Municipal Airport, Oklahoma, to Huntsville Regional Airport, Texas. The flight was diverted to Houston for weather. Of the 16 occupants,[178] two crew and three passengers were killed.[179]
  • August 23, 1990: a Grumman Gulfstream I operated by Rowan Drilling Company; power loss in an engine after take-off resulted in a failed attempt to regain altitude en route to New Orleans International Airport. The aircraft crashed on departure from Runway 15L and came to rest midfield along a parallel taxiway. There were three fatalities.[180]
  • On September 11, 1991, Continental Express Flight 2574 was on descent to the airport when it suffered a structural failure because of improper maintenance, killing all 14 people on board.
  • February 19, 1996: a Continental Airlines McDonnell Douglas DC-9-32 operating as Continental Airlines Flight 1943 from Ronald Reagan Washington National Airport, arriving in Houston, landed with its landing gear in the stowed position on Runway 27. The aircraft slid for 6,915 feet (2,108 m) on its belly before stopping on the runway 140 feet (43 m) left of the runway centerline approximately at the departure end of the runway. There were no fatalities and only minor injuries. The aircraft was written off.[181]
  • January 13, 1998, a Learjet 25 operated by American Corporate Aviation crashed 2 miles (3.2 km) east of IAH descending below the glideslope. Both occupants were killed.[182]
  • February 23, 2019: Atlas Air Flight 3591, a Boeing 767-300ERF operated for Amazon Air crashed into Trinity Bay while on approach, 30 miles (48 km) southeast of the airport. All three crewmembers were killed.

References

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George Bush Intercontinental Airport

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George Bush Intercontinental Airport (IAH) is a major public international airport located in Houston, Texas, serving as the principal hub for United Airlines and handling the majority of the city's commercial air traffic. Originally opened on June 8, 1969, as Houston Intercontinental Airport after years of planning and construction that began in the 1950s, it was renamed in 1997 to honor George H. W. Bush, the 41st President of the United States, following a unanimous vote by the Houston City Council. Operated by the City of Houston's Department of Aviation as part of the Houston Airport System, IAH features five terminals connected by an underground train system and supports extensive domestic and international routes, particularly to Latin America, with over 300 daily departures to more than 150 destinations. In 2023, the airport accommodated 46.1 million passengers, underscoring its role as a key economic driver for the region through passenger volume, cargo handling exceeding 500,000 metric tons annually across the system, and contributions to local employment and trade.

History

Origins and Construction (1940s-1960s)

In the post-World War II era, rapid growth in strained Houston's existing facilities at , prompting city leaders to seek a larger site for a new to accommodate expanding and demands. By the mid-1950s, congestion and limited expansion potential at underscored the need for a facility with ample land for long runways and future development, away from urban encroachment. To secure suitable acreage, a of Houston businessmen operating as the Jetero Ranch Company discreetly acquired approximately 3,000 acres of farmland located 16 miles north of in 1957, strategically positioning the site northeast of the city for minimal interference with residential areas and superior expansion capabilities. This rural location, comprising flat terrain ideal for airfield construction, was purchased to preserve it from commercial development until municipal acquisition, reflecting proactive civic planning amid booming regional . The City of purchased the land in 1961 and annexed the surrounding area, enabling formal master planning by a group of local consulting firms. By 1963, detailed plans outlined a 6,000-acre complex costing $125 million, designed to support jet-age operations with multiple runways and terminals for domestic and international connectivity. Construction commenced in 1965 following finalized and environmental preparations, focusing initially on grading the site, building foundational runways, and installing utilities under the oversight of the city's aviation department. Funding derived primarily from municipal bonds, emphasizing self-reliance over extensive federal grants at this stage.

Opening and Early Expansion (1970s-1980s)

Houston Intercontinental Airport commenced operations on June 8, 1969, marking the relocation of all scheduled commercial passenger flights from to the new facility north of the city. The airport opened with Terminals A and B as its core passenger facilities, connected by an innovative automated underground system designed to facilitate efficient intra-terminal movement. Initial commercial service included domestic routes operated by major carriers, with the facility positioned to support 's expanding role as an energy hub amid rising global oil demand. The 1970s saw rapid passenger growth driven by Houston's , triggered by the 1973 Arab oil embargo that quadrupled crude prices and spurred sector expansion, attracting business travelers and cargo related to petroleum exploration and refining. Passenger enplanements, which started below 1 million annually in the airport's early years, reflected this economic surge as the city became an international capital. By , annual passengers exceeded 10.9 million, underscoring the airport's transformation into a key node for domestic and limited international traffic without significant operational disruptions or major safety incidents during the decade. To accommodate escalating demand, infrastructure enhancements included runway lengthening for larger aircraft and the construction of Terminal C, which opened in 1981 and provided additional gates primarily for , a dominant operator benefiting from the era's deregulated environment. These developments aligned with the oil-fueled influx of passengers from the , enabling the airport to handle wide-body jets and increased frequencies while maintaining its focus on efficient, hub-oriented operations.

Renaming and Dedication to George H.W. Bush (1990s)

In April 1997, the Houston City Council unanimously approved the renaming of Houston Intercontinental Airport to George Bush Intercontinental Airport/Houston, honoring former President George H.W. Bush for his longstanding ties to the city and his national leadership. Bush, who relocated to Houston after serving as a naval aviator in World War II, built his career there in the oil industry, represented the area as a U.S. Congressman, and maintained deep personal connections to the region throughout his political ascent. The decision reflected recognition of Bush's contributions to American foreign policy and economic growth during his presidency, rather than partisan allegiance, as evidenced by the council's unanimous support in a politically diverse body. Bush responded to the renaming with expressions of humility, stating he was "humbled and honored" by the gesture, which aligned with his personal affinity for stemming from his wartime service and lifelong interest in flight. The change took effect shortly thereafter, with signage and official designations updated to reflect the new name, symbolizing Houston's appreciation for a figure who had elevated the city's profile on the global stage. Minimal public or political opposition emerged, underscoring the renaming as a broadly accepted tribute to Bush's legacy of over ideological divides. The renaming coincided with ongoing efforts to enhance the airport's international capabilities in the late 1990s, as passenger traffic grew and demand for expanded facilities increased to accommodate rising global routes, though major terminal projects like Terminal E's development extended into the early . This timing positioned the airport for further prominence as a key U.S. hub, leveraging Bush's internationalist presidential record to underscore Houston's ambitions in aviation and commerce.

Major Developments in the 2000s

Following the September 11, 2001, terrorist attacks, George Bush Intercontinental Airport implemented federally mandated security enhancements, including the installation of systems for all by December 2003 and the transition to (TSA) screening protocols that restricted access to sterile areas and introduced advanced passenger and carry-on inspections. These retrofits, supported by federal funding under the Aviation and Transportation Security Act, were largely completed by 2004-2005, enabling the airport to resume robust operations amid national aviation recovery efforts. In 2003, Phase One of Terminal E opened, followed by the completion of its remaining phases in 2004, adding 23 gates primarily for international and swing domestic/international operations to accommodate growing demand from ' hub activities. This expansion, initiated pre-9/11 but adjusted post-attacks to prioritize flexibility, enhanced capacity for long-haul flights to and , reflecting Houston's role as an energy and trade gateway. Concurrently, the automated system became operational in 2001, providing airside connections between terminals to streamline post-security passenger movement and reduce reliance on ground transport. Passenger traffic demonstrated resilience, recovering from a post-9/11 dip to exceed 40 million annually by 2007, fueled by business travel tied to Houston's oil and gas sector and federal incentives for aviation infrastructure. Federal grants facilitated airfield improvements, including the extension of Runway 8L-26R from 8,500 to 9,000 feet between 2001 and 2004, improving efficiency for larger aircraft and underscoring the airport's contribution to national economic recovery through enhanced cargo and passenger throughput.

Terminal Redevelopment Program and Recent Upgrades (2010s-2020s)

The IAH Terminal Redevelopment Program (ITRP), launched in the as the largest capital investment in the airport since its 1969 opening, encompasses over $1.4 billion in upgrades to the international terminal complex, including facility modernizations and capacity enhancements for growing global traffic. The program prioritizes Terminal D improvements and supporting to streamline international operations and passenger flow. Terminal D underwent a comprehensive refresh completed in 2023, featuring updated interiors, enhanced security processing, and operational efficiencies to accommodate rising international demand. This was followed by the opening of the D-West Pier on October 22, 2024, which added 160,000 square feet of space and six new gates (D1 through D6) designed for simultaneous operations or flexible narrow-body configurations. Complementing these efforts, United Airlines initiated a $2.5 billion Terminal B airside transformation in the mid-2020s, with major construction phases beginning in 2025, including the closure of the Terminal B ticketing lobby from January 21, 2025, through late 2026 to facilitate lobby renovations and new concourse additions. To improve intra-terminal mobility amid these works, Houston Airports deployed a new fleet of 36 electric shuttles in 2025, with 15 units in service by May and the full rollout completed by early June, reducing wait times and enhancing connectivity between terminals. These ITRP milestones, including the Terminal D expansions, contribute to elevating the airport's international processing capacity and overall annual throughput beyond 45 million passengers, positioning as a competitive global hub despite construction timelines extended by post-pandemic supply chain constraints.

Facilities and Infrastructure

Terminal Complexes

The terminals at George Bush Intercontinental Airport are arranged in a semi-circle layout, comprising five terminals labeled A, B, C, D, and E, connected airside by the Skyway (elevated train for post-security passengers) and landside by the Subway (underground train for all travelers), each with dedicated , security screening, and gate areas to facilitate efficient passenger processing. Terminals A, B, and C primarily serve domestic operations, with dominating B and C as its hub facilities, while A accommodates select non-hub domestic carriers such as and . Terminal C also hosts low-cost carriers including and . Terminals D and E handle international arrivals and departures, equipped with U.S. Customs and Border Protection facilities; D focuses on non-United international flights from carriers like and , whereas E supports United's global routes.
TerminalPrimary Airlines and UseApproximate Gate Count
ANon-United domestic (e.g., American, Delta)20 gates
BUnited Express regional flights40 gates
CUnited domestic mainline; low-cost carriers29 gates
DNon-United international18 gates (post-expansion)
EUnited international20 gates
Gate configurations support high throughput, with Terminal B's 40 gates optimized for frequent regional connections via . Terminal D underwent a significant expansion with the opening on , 2024, adding 160,000 square feet, six widebody gates, and modernized amenities including enhanced seating and natural lighting to boost annual capacity for international passengers. Inter-terminal movement enhances operational efficiency through the Skyway, an elevated automated people mover within the secure zone connecting all five terminals, with trains departing every two minutes and end-to-end travel times of approximately 4 minutes and 15 seconds from Terminal A to D/E. The landside Subway underground train supplements connectivity for pre-security passengers and baggage claim, collectively minimizing transfer delays to under 5 minutes on average during peak operations.

Airfield Operations and Runways

George Bush Intercontinental Airport (IAH) operates five parallel runways configured to maximize capacity for simultaneous operations, supporting heavy widebody aircraft traffic as a major hub for United Airlines. The longest runway, 15L/33R, measures 12,001 feet (3,658 m) by 150 feet (46 m), with a pavement classification number suitable for aircraft up to 1,000,000 pounds maximum takeoff weight, including Boeing 777 and Airbus A380 equivalents. All runways feature grooved concrete surfaces for enhanced wet-weather performance and are equipped with high-intensity runway lighting systems.
Runway DesignationLength (ft)Width (ft)Surface Type
15L/33R12,001150, grooved
15R/33L9,000150, grooved
09/2710,000150, grooved
08R/26L9,402150, grooved
08L/26R9,000150, grooved
Select runways, including 08L/26R and 26L, are fitted with Category III Instrument Landing Systems (ILS), permitting precision approaches in visibility as low as 600 feet runways visual range (RVR), which sustains operations during fog and heavy rain common in the Gulf Coast region. Air traffic is managed by the Houston Terminal Radar Approach Control (TRACON) and a tower, facilitating over 1,000 daily aircraft movements amid peak hub banking by . Recent airfield enhancements include a $61 million project approved in February 2025 for rehabilitating Taxiways RA and RB, encompassing , resurfacing, shoulder widening, drainage upgrades, and installation of new lighting, , and markings to meet current FAA standards for Aircraft Design Group VI operations. These improvements, partially funded through eligible Airport Improvement Program grants, enhance taxiway efficiency and safety for high-volume traffic. employs standard FAA noise mitigation via preferential use favoring 08L/26R for departures to minimize community exposure, though no airport-specific abatement procedures beyond federal guidelines are mandated.

Ground Transportation and Access

George Bush Intercontinental Airport (IAH) is situated approximately 23 miles north of and provides road access primarily via to the west, U.S. Highway 59 (concurrent with ) to the south, and the Hardy Toll Road for express travel. These connections facilitate entry from Will Clayton Parkway and other local arterials, though peak-hour congestion and ongoing have led to documented , with mitigation efforts including expanded active loading zones implemented in 2024. To reduce curbside congestion and enforce active loading policies, drivers picking up arriving passengers are advised to use one of the three free cell phone lots to wait rather than circling or idling at the terminal curbside. The lots are open 24/7, free, and require the driver to remain with the vehicle at all times. Wait there until the passenger texts or calls to confirm they have their luggage and are ready at the arrivals curb (baggage claim level). Then proceed directly to the appropriate terminal's arrivals pickup area for quick loading; no waiting or parking is allowed curbside—only active loading is permitted. IAH has three cell phone lots:
  • John F. Kennedy Boulevard Cell Phone Lot: 17010 John F Kennedy Blvd, Houston, TX 77032 (best for Terminals A, B, C).
  • Will Clayton Parkway Cell Phone Lot: 5703 Will Clayton Pkwy, Humble, TX 77338.
  • Control Tower Cell Phone Lot: 4500 Will Clayton Pkwy, Humble, TX 77396.
Directions vary by highway and terminal; follow airport signs to "Cell Phone Lot." Pickup occurs at the arrivals level (e.g., Door A-113 for Terminal A north side). Coordinate with the passenger for terminal and door info. Public transit relies on METRO bus services rather than direct METRORail light rail, which has no extension to IAH as of 2025 despite long-discussed proposals hindered by costs and priorities. The METRO 500 IAH Downtown Direct, launched on April 13, 2025, offers non-stop bus service from Terminal C to the George R. Brown Convention Center every 30 minutes between 5:30 a.m. and 8:30 p.m. daily for $4.50, integrating with broader METRO rail and bus networks for regional access. Parking encompasses terminal-adjacent garages, options, and remote lots, with expansions adding over 600 spaces to the C/D/E garage in May 2024 to address surging demand; by October 2025, garage access required advance reservations at least 12 hours ahead when utilization hit limits, reflecting capacity strains from record passenger volumes. To enhance mobility, IAH deployed a new fleet of 36 electric shuttles in June 2025 via a $7 million investment, replacing older vehicles for inter-terminal transfers, services, and car connections, thereby boosting service frequency and reliability. Shuttles to the centralized Rental Car Center, operational 24/7 and housing multiple providers, depart terminals every 5-10 minutes. Designated zones for ride-sharing services such as and are located curbside outside baggage claim in each terminal, with the Terminal C pickup area doubled in size in July 2025 to accommodate higher volumes and reduce queuing.

Passenger Amenities and Public Art

George Bush Intercontinental Airport provides passengers with extensive concessions, encompassing dozens of dining and retail options, including Texas-themed establishments like Taqueria and partnerships with local chefs through operators such as OTG in Terminals B, C, and E. Recent expansions include two new concessions hubs offering over 115,000 square feet of space equipped with advanced food service technology to support diverse eateries. The airport hosts 14 lounges for premium travelers, including multiple United Club locations across terminals, the American Express Lounge, and carrier-specific facilities such as the Lounge, Crown Lounge, and United Polaris Lounge, which features full-service dining, luxury seating, and shower suites. One United Club in Terminal E spans a spacious layout with high ceilings, while a new 50,000-square-foot United Club is planned for the renovated Terminal B. Complimentary high-speed , upgraded to in 2024 via a partnership with , covers all terminals without requiring login, enabling seamless connectivity for passengers. Charging stations are distributed throughout the terminals, with recent additions in the expanded Terminal D providing more outlets alongside increased seating and . J.D. Power's 2025 Airport Satisfaction Study ranked below average in terminal facilities, which encompass amenities like food, retail, and ease of access, based on feedback across factors including and variety. The Airports Program maintains one of the largest collections in the sector, with nearly 450 works displayed throughout the terminals and grounds to enhance the experience. This civic initiative prioritizes local contributions, featuring pieces from 27 artists installed across George Bush Intercontinental and Airports as of recent commissions. Highlights include eight new installations unveiled in November 2024 showcasing 's , and a site-specific large-scale glass sculpture by debuted that same month in a terminal setting.

Airlines and Destinations

Passenger Airlines and Routes

George Bush Intercontinental Airport (IAH) functions as a primary domestic and international hub for United Airlines, which dominates operations with an extensive network of nonstop flights to numerous U.S. cities and global destinations. United's presence includes service from Terminals C and E, supporting connections across its Star Alliance network. Other significant passenger carriers operating at IAH include American Airlines, Delta Air Lines, Air Canada, AeroMéxico, and low-cost providers such as Spirit Airlines and Frontier Airlines. The airport's domestic route network emphasizes connectivity to the U.S. South and West, with nonstop flights to key hubs like Dallas/Fort Worth, , , , Phoenix, and , alongside frequent services to East Coast cities including New York, , and . Internationally, routes extend to (primarily and ), (e.g., London Heathrow and ), (e.g., Tokyo-Haneda via ), and (e.g., and via ). As of 2025, IAH offers nonstop passenger service to approximately 184 destinations across 37 countries, with 112 domestic and 72 international routes. Southwest Airlines discontinued all flights at IAH effective August 4, 2024, redirecting its Houston operations to (HOU) to streamline services in the region. In response to such shifts, expanded its footprint in 2025 by launching new low-fare routes from IAH to Central American cities, including (starting December 18, 2025) and (starting December 20, 2025), alongside domestic additions like and . These developments maintain competitive options for leisure and business travelers amid United's hub dominance.

Cargo Carriers and Freight Operations

George Bush Intercontinental Airport (IAH) operates two primary cargo facilities: the original Central Cargo area and the 120-acre IAH CargoCenter, which opened in 2003 to accommodate expanding freight demands. These areas provide apron access for dedicated freighter operations, supporting the handling of international and domestic shipments through specialized warehouses and ground handling services. In 2024, the Houston Airport System, dominated by IAH cargo activity, processed 552,330 metric tons of air freight, marking a record high driven by surging e-commerce volumes and global supply chain shifts. Preliminary data for the 12 months ending July 2025 indicate continued growth, with air cargo throughput exceeding pre-pandemic levels amid broader North American transborder freight increases of 8.4% year-over-year in early 2025. The airport serves 14 scheduled all-cargo carriers, including UPS, , Cargo, and Cargo, alongside belly freight from passenger airlines and ad-hoc charters. Major operators like UPS and utilize dedicated ramps for efficient sorting and distribution, facilitating connections to key hubs such as and Huntsville. Freight volumes have benefited from expansion, with positioned to capture additional growth through ongoing facility enhancements and proximity to industrial corridors, projecting further tonnage records into 2025. IAH integrates into Houston's multimodal network, linking air freight with the Port of Houston's marine terminals via extensive rail, , and intermodal connections to streamline cargo flows for , , and consumer goods sectors. This synergy supports efficient transfer of high-value or time-sensitive shipments, contributing to the region's role as a top U.S. export gateway while mitigating bottlenecks through coordinated infrastructure. Cargo operations at IAH employ specialized handlers and firms, bolstering local job creation in warehousing and transportation amid rising demand.

Statistics and Economic Impact

Passenger Traffic and Top Destinations

In 2024, George Bush Intercontinental Airport () recorded a total of 48.4 million passengers, establishing a new annual high and reflecting a robust post-COVID-19 recovery that exceeded pre-pandemic levels. This figure represented an increase from approximately 45 million in 2023, driven by expanded domestic and international services amid rising demand. Enplanements—departing passengers—reached 23.3 million for 2024, a 5.0% rise from the prior year, according to preliminary data. The airport's role as ' key southern U.S. hub contributes to high volumes, with efficient terminal layouts and minimum connection times of 30-45 minutes for domestic flights enabling rapid turnarounds. Domestic routes dominate IAH's passenger traffic, accounting for the majority of enplanements. Key destinations include Dallas/Fort Worth (DFW), supported by frequent short-haul flights between Texas's major metros, and New York-area airports such as Newark (EWR) and LaGuardia (LGA), which serve high-demand business and leisure corridors. Other prominent domestic markets encompass , , and , reflecting United's network emphasis on connections to East Coast, Midwest, and Rocky Mountain hubs. These routes benefited from post-pandemic capacity growth, with domestic enplanements climbing steadily since 2021 lows. International traffic, while comprising a smaller share, has seen accelerated rebound, with Mexico leading due to geographic proximity and strong bilateral demand. Top routes include (MEX), (CUN), Monterrey (MTY), and Guadalajara (GDL), which frequently rank among the busiest international segments from IAH based on seasonal and annual flight volumes. Overseas markets such as London (LHR), Toronto (YYZ), and emerging long-haul points like São Paulo (GRU) also contribute, bolstered by United's expansions. In 2024, international passengers totaled over 10 million, underscoring IAH's position as a gateway for Latin American and transatlantic flows.

Airline Market Shares

United Airlines maintains dominance at George Bush Intercontinental Airport (IAH), serving as its key hub and handling the majority of enplanements. In calendar year 2024, IAH recorded 23,349,157 total enplanements, reflecting a 5.04% increase from 2023. United's extensive network and investments, including over $3.5 billion since 2015, underpin its leading position, with estimates exceeding 70% in recent analyses accounting for hub efficiencies and competitor shifts. Southwest Airlines' exit from IAH in August 2024, after limited operations resumed in 2021, redirected low-cost capacity to (HOU), widening the competitive gap at IAH. This shift, driven by 's focus on its Hobby stronghold where it holds over 90% share, reduced low-cost options at IAH but aligned with empirical patterns of carrier specialization by airport type, without data indicating reduced overall competition or route stagnation. American Airlines and Delta Air Lines constitute the next largest players, each capturing roughly 5-6% of enplanements based on Bureau of Transportation Statistics reporting, followed by smaller shares from carriers like Spirit and . On-time performance data from the U.S. for 2024 shows United ranking second nationally among major airlines at approximately 82%, benefiting from hub-scale scheduling advantages, while IAH overall achieved 88.21% on-time arrivals per OAG metrics—outpacing many peer hubs and underscoring operational resilience amid carrier concentration. This structure fosters route diversity through United's international focus and complementary domestic feeds from rivals, with no verifiable evidence of monopoly effects eroding service metrics or innovation. Passenger traffic at George Bush Intercontinental Airport (IAH) has exhibited steady long-term growth since the late 20th century, driven by Houston's economic expansion in energy, trade, and international connectivity. Enplanements rose from 8,878,368 in 1990 to 17,521,731 in 2000, reflecting a (CAGR) of approximately 4% amid domestic deregulation and hub development by (now merged into United). By 2011, enplanements reached 20,065,669, corresponding to about 40.1 million total passengers, positioning IAH as the 10th-busiest U.S. airport. Key inflection points include temporary declines tied to external shocks. Following the September 11, 2001 attacks, enplanements fell from 17.5 million in 2000 to 16,173,551 in 2001, a drop of roughly 7.6% amid heightened security measures and reduced demand across U.S. aviation. Recovery was swift, with traffic rebounding to pre-2001 levels by 2004 as economic stabilization and airline route restorations took effect. The COVID-19 pandemic caused a far steeper contraction, with Houston Airport System (HAS) total passenger volume declining 26.8% in fiscal year 2020 due to travel restrictions and lockdowns; IAH-specific traffic saw an estimated 80%+ year-over-year drop in peak months, halving annual enplanements compared to 2019. Pent-up demand and vaccine rollouts facilitated rapid rebound, with enplanements surpassing 22 million by 2023.
YearEnplanementsNotes
19908,878,368Baseline post-1980s expansion.
200017,521,731Pre-9/11 peak.
200116,173,551Post-9/11 dip.
201120,065,669Recovery and international growth.
202322,228,844Post-COVID rebound.
By 2024, total passengers reached 48.4 million, up from prior years and reflecting resilience despite periodic volatility, which correlates inversely with local during downturns like 2014–2016 (when enplanements stagnated around 20 million). The International Terminal Redevelopment Program (ITRP), completed in phases through , supports projected growth to over 50 million total passengers by 2030 via enhanced international capacity for 33 million annual enplanements, accommodating rising Latin American and transatlantic routes amid Houston's trade surplus. of data shows recoveries outpacing dips, with international enplanements growing at a 6.7% CAGR from 1990–2011, less sensitive to domestic economic cycles.

Contributions to Regional Economy

George Bush Intercontinental Airport (IAH) generates an estimated $30.7 billion in annual total economic output for the region, encompassing direct operations, indirect supplier effects, and induced spending by employees. This activity supports 157,839 jobs, with associated labor income of $9.9 billion, and contributes $1.9 billion in state and local taxes. As a key , IAH facilitates that adds $5.8 billion to GDP annually and sustains 51,000 net jobs through import and export flows. The airport's operations, handling perishable goods, , and high-value items, position it as a hub for logistics-dependent sectors including and , where rapid air transport supports Houston's role as a global energy center. Infrastructure expansions at , such as terminal redevelopment and ' $177 million ground service facility, have enabled capacity increases that underpin sustained economic multipliers by accommodating rising freight and demands. These investments yield returns through enhanced connectivity, with projects like the $1.4 billion terminal program facilitating job creation during —such as 4,000 positions from recent hub upgrades—and long-term regional growth via improved efficiency. Studies from the Houston Airport System and Texas Comptroller affirm net positive fiscal effects, outweighing operational costs through amplified trade and employment chains.

Safety, Security, and Incidents

Security Measures and Post-9/11 Enhancements

Following the September 11, 2001 terrorist attacks, George Bush Intercontinental Airport (IAH) transitioned to federalized security screening under the (TSA), established by the Aviation and Transportation Security Act of November 19, 2001, which mandated universal screening of passengers and baggage for explosives and weapons. This shift eliminated private security contractors and introduced standardized protocols, including restrictions on items and mandatory ID verification, applied across IAH's terminals starting in late 2001. By 2002, IAH expanded its checkpoint infrastructure to accommodate increased screening volumes, with TSA deploying advanced imaging technology and trace detection systems to identify concealed threats. In June 2006, IAH installed two explosives trace detection (ETD) machines at select security lanes, capable of swabbing passengers and luggage for microscopic residues of explosives, enhancing detection beyond visual and metal-based methods. These Smiths Detection units, part of a broader TSA deployment, operate by ionizing air samples to identify vapor or particulate traces from substances like or PETN, with IAH maintaining nine such ETD devices as of recent procurement records. TSA also integrates behavioral detection officers trained under the Screening of Passengers by Observation Techniques (SPOT) program, observing for indicators of deception or stress, though a 2017 Government Accountability Office review found limited empirical validation for 28 of 36 revised indicators used in such screenings. At IAH, this layered approach—combining ETD, millimeter-wave scanners, and manual patrols—prioritizes threat identification over sole reliance on passenger restrictions, as evidenced by TSA's cessation of certain SPOT-directed diversions from lines in 2016 to reduce wait times without compromising detection efficacy. IAH's Terminal D, handling international arrivals and departures, features extended TSA screening hours from 4:00 a.m. to 12:30 a.m. and incorporates biometric enhancements, including U.S. and Border Protection (CBP) facial recognition for entry and exit processing since at least 2020. In November 2020, Houston Airports deployed facial recognition kiosks for international travelers to verify identities against passports, reducing physical touchpoints and enabling automated matching with over 99% accuracy in controlled pilots, per CBP evaluations. A new 17-lane checkpoint in Terminal D's international area, approved for TSA equipment in April 2024, utilizes walk-through millimeter-wave scanners for non-intrusive threat detection under clothing layers. While no U.S. preclearance exists for outbound flights from IAH, inbound international protocols align with federal mandates for secondary screening of transiting passengers before re-entering secure areas. DHS Office of Inspector General audits of TSA operations emphasize ongoing compliance testing, with red-team simulations nationwide detecting 80-95% of simulated breaches through these integrated technologies, though site-specific IAH data remains classified. As of February 2026, TSA security checkpoint hours at IAH vary by terminal. Standard TSA screening hours include:
  • Terminal A North: 3:50 a.m. - 7:30 p.m.
  • Terminal A South: 3:50 a.m. - 12:00 a.m.
  • Terminal C North: 4:00 a.m. - 10:00 p.m.
  • Terminal C South: 4:00 a.m. - 7:30 p.m.
  • Terminal D: 4:00 a.m. - 12:30 a.m.
  • Terminal E: 3:50 a.m. - 12:30 a.m.
TSA Pre✓™ hours are also terminal-specific (e.g., Terminal A North: 4:00 a.m. - 6:00 p.m.). Terminal B Pre✓™ enrollment is closed. Hours may vary due to airline schedules and operational changes; passengers should consult live wait times for real-time information.

Accidents, Incidents, and Safety Record

One significant incident occurred on September 11, 1991, when , an EMB-120 Brasilia , crashed into terrain approximately 12 miles northwest of during approach, resulting in the deaths of all 14 occupants. The (NTSB) determined the probable cause as the failure of and personnel to detect and repair a crack in the horizontal stabilizer lower skin, compounded by inadequate quality control procedures. Prior to widespread modern safety enhancements, runway overruns and excursions were documented, though specific pre-1990s events at IAH remain limited in NTSB-verified records attributable to airport operations rather than en-route factors. Post-2000, IAH has recorded no fatal accidents involving commercial passenger operations directly on airport grounds, reflecting improvements in protocols, training, and technology. Notable non-fatal incidents include tail strikes during landing, such as United Airlines Flight 2498 on May 17, 2024, where the aircraft struck its tail on 15R due to pilot inputs during a gusty , with no injuries reported; and United Airlines Flight 1091 on December 13, 2024, involving a similar tail contact attributed to excessive descent rate. Runway excursions have also occurred without fatalities, including United Airlines Flight 2477, a 737-8, on March 8, 2024, which veered off runway 27 while exiting due to pilot braking during deceleration, causing the left main to enter a grassy area; the sustained minor damage but all occupants evacuated safely. NTSB analyses of these events consistently identify causal factors such as in speed management or environmental conditions like , rather than deficiencies in airport infrastructure or . IAH's overall safety metrics demonstrate performance comparable to or better than peer U.S. hub airports, with incident rates low relative to annual operations exceeding 400,000. Wildlife strikes, primarily birds, are reported frequently—219 at IAH in the 12 months preceding April 2023—consistent with high-traffic environments but without leading to accidents, as mitigation via habitat management and radar detection has proven effective per (FAA) data. The absence of systemic flaws in NTSB-reviewed cases underscores causal primacy of operational variables over airport-specific risks.

Challenges and Criticisms

Construction Disruptions and Passenger Complaints

The International Terminal Redevelopment Program (ITRP) at George Bush Intercontinental Airport (IAH), launched to modernize facilities amid rising international traffic, has caused significant disruptions including roadway congestion, signage confusion, and parking delays since 2022. Passengers have reported navigation challenges exacerbated by temporary road closures and rerouting, with Houston Chronicle readers in October 2022 citing traffic backups, inadequate signage, and difficulty finding terminals as primary frustrations during peak travel periods. Similar issues persisted into 2024, linked to the temporary consolidation of international arrivals at a single Terminal E curb, which bottlenecked curbside access and extended wait times for pickups and drop-offs. The January 21, 2025, closure of the Terminal B lobby for a $2.5 billion renovation—expected to last until late —further intensified complaints, forcing passengers to redirect to Terminal C for and baggage drop, straining shuttle services and increasing internal navigation errors. Airport officials responded with enhanced signage along Will Clayton Parkway and JFK Boulevard, but travelers noted persistent delays in access and payment machine malfunctions during high-volume periods. A 2024 parking garage exit failure trapped drivers for hours, prompting apologies and voucher distributions from Airports, highlighting vulnerabilities in construction-altered traffic flows. reviews from 2022–2025 frequently criticized these elements, averaging a 2/10 rating with specific mentions of confusing layouts and staff unhelpfulness amid ongoing work. Proponents of the ITRP argue disruptions are temporary necessities to accommodate over 20% passenger growth projections, with the program expanding capacity to 36 million annual passengers through new gates and refurbished terminals like the October 2024 Terminal D opening. Mayor emphasized in October 2024 that roadway expansions alleviating parking and traffic bottlenecks directly addressed top complaints, enabling smoother holiday flows. Mitigations such as interim adjustments through August 2025 and shuttle enhancements have been credited with reducing some delays, though J.D. Power's 2025 survey ranked IAH below the mega-airport average (606 vs. 613/1000), attributing lags partly to but noting nationwide facility upgrades as a satisfaction booster. Airport officials report achieving ACI World Level 2 accreditation in March 2025, signaling structured complaint handling, though specific resolution rates remain undisclosed in public data. Low rankings in surveys like J.D. Power are often tied to these interim phases rather than permanent infrastructure deficits, with prior-year score gains (e.g., 18 points in 2023) indicating progressive relief post-phased completions.

Operational and Environmental Concerns

Southwest Airlines ceased all operations at George Bush Intercontinental Airport (IAH) on August 4, 2024, as part of a broader cost-cutting strategy amid financial losses and delivery delays, with the airport's underperformance cited as a contributing factor. Operational critiques have highlighted occasional congestion challenges, including staffing shortages leading to ground stops, though Houston's airport system ranks among the least congested in the U.S. Recent infrastructure upgrades, such as expanded roadways and active loading protocols, have reduced severe curbside traffic by 99% during peak holiday periods, demonstrating targeted efficiency gains. Environmental concerns at IAH primarily involve aircraft noise impacting nearby communities and emissions from operations. Noise mitigation efforts, mandated by a 2000 FAA , include sound insulation for residences and public buildings within affected contours, with federal funding such as $5.43 million allocated in 2019 for further abatement. These measures have resolved long-standing disputes, such as a decade-long issue in the North Hollow neighborhood through acoustical testing and procedural adjustments, reducing overall exposure without quantified percentage drops but yielding measurable relief via FAA-compliant programs. On emissions, IAH achieved a 17% system-wide reduction as part of Houston Airports' Carbon Management Plan, verified through Airport Carbon Accreditation's Level 2 status, driven by efficient routing and ground operations. FAA-optimized descent procedures further lower fuel burn and per-flight emissions by streamlining approaches, aligning with broader aviation trends toward reduced per-passenger impacts via technological advancements. Empirical cost-benefit analyses indicate these localized environmental effects are outweighed by the airport's role as a key economic hub, with community engagement via noise offices and minimal litigation—such as a resolved 2005 homeowner suit—reflecting pragmatic trade-offs rather than systemic opposition.

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