From security constraints to money: 5 reasons why there is still no airport to complement Ben Gurion
Israel is in urgent need of an additional airport as Ben Gurion Airport reaches its capacity. Despite 17 years of planning, the government remains undecided on the location, funding model, and operator for the facility.
The need for an additional airport in Israel is not in dispute. Ben Gurion Airport is approaching its capacity limit, the demand for flights is constantly increasing, and the dependence on a single airport in an emergency is becoming an economic and aviation risk. The government itself has determined that the lack of additional capacity could lead to a reduction in the supply of flights and an increase in prices.
Proof of the need for an additional airport has been evident in recent days. Increased air traffic in Europe, the presence of American refueling planes, and infrastructure shortages at Ben Gurion Airport have led to significant flight delays. Yet, more than 17 years after the government began promoting an additional airport, there is still no such facility in Israel. Even in 2026, the government is still dealing with questions about where it will be built, who will operate it, and how to finance it.
North or South?
For years, the dispute over the location revolved around two main alternatives: Ramat David in the north and Nevatim in the south. In January 2024, the government decided to promote both, with private sector involvement. This led to widespread protests, as residents of Ramat David opposed the move due to concerns over quality of life and environmental impact. In February 2026, the government replaced Nevatim with Tziklag in the Negev. The decision to promote both sites "in parallel" suggests that the government is spreading itself thin in an attempt to avoid conflict.
Security Considerations
A civilian airport requires airspace and coordination with extensive military activity. This is a primary reason the location issue has dragged on for years. In Nevatim, where a military airfield is already operating, integration with IDF Air Force activity was a central point of contention, leading to the option being removed from the table. Tziklag, meanwhile, shares the same airspace as Ben Gurion Airport, which would limit flight paths for both, potentially undermining its role as a full alternative.
Who will build and operate?
The government is pushing for private sector involvement to increase efficiency and reduce costs. The Ministry of Finance is promoting a model where a private franchisee operates under the Airports Authority. However, the Airports Authority has raised concerns, noting that fundamental issues remain unregulated in the current bill. A major question remains: who will bear the business risk and responsibility in an era where missile threats from Iran can lead to sudden airspace closures?
Funding the project
An international airport is a multi-billion-dollar infrastructure project. The state is moving toward a concession model to avoid financing the full cost itself. This assumption seems optimistic, given that it has taken over 17 years to move forward with even one project. Furthermore, the airport must compete for government budgets with other major infrastructure projects, such as the Metro and Light Rail systems.
Passenger demand
Airport planning is done decades in advance, but demand in Israel is volatile due to wars and regional instability. The experience of Ramon Airport has shown that foreign airlines are hesitant to fly from remote locations, and passengers prefer airports closer to the center. Therefore, establishing an alternative airport requires not just construction, but a robust set of incentives for passengers to travel further to catch a flight.
