pac-20f_20171231.htm

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If an emerging growth company that prepares its financial statements in accordance with U.S. GAAP, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards* provided pursuant to Section 13(a) of the Exchange Act. ☐

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This annual report on Form 20-F contains forward-looking statements. We may from time to time make forward-looking statements in our reports to the Securities and Exchange Commission, or the SEC, on Forms 20-F and 6-K, in our annual reports to shareholders, in offering circulars and prospectuses, in press releases and other written materials and in oral statements made by our officers, directors or employees to financial analysts, institutional investors, representatives of the media and others. Examples of such forward-looking statements include:

Words such as “believe,” “anticipate,” “plan,” “expect,” “intend,” “target,” “estimate,” “project,” “predict,” “forecast,” “guideline,” “should” and similar expressions are intended to identify forward-looking statements but are not the exclusive means of identifying such statements.

Forward-looking statements involve inherent risks and uncertainties. We caution you that a number of important factors could cause actual results to differ materially from the projections, plans, objectives, expectations, estimates and intentions expressed in forward-looking statements. These factors, some of which are discussed below under “Risk Factors,” include material changes in the performance or terms of our concessions, developments in legal proceedings, economic and political conditions and government policies in Mexico, Jamaica or elsewhere, inflation rates, exchange rates, regulatory developments, customer demand and competition. We caution you that the foregoing list of factors is not exclusive and that eventualities related to other risks and uncertainties may cause actual results to differ materially from those expressed in forward-looking statements.

Forward-looking statements speak only as of the date they are made, and we do not undertake any obligation to update them in light of new information or future developments.

The following tables present selected financial and other data for each of the periods indicated. This data should be read in conjunction with, and is qualified in its entirety by reference to, our audited consolidated financial statements referred to in Item 18 hereof and included elsewhere in this document, including the notes thereto. Our audited consolidated financial statements are prepared in accordance with International Financial Reporting Standards, or IFRS, as issued by the International Accounting Standards Board, or IASB.

References in this annual report on Form 20-F to “U.S. dollars” or “U.S.$” are to the lawful currency of the United States of America. References in this annual report on Form 20-F to “pesos,” “Mexican pesos” or “Ps.” are to the lawful currency of Mexico. References in this annual report on Form 20-F to “Jamaican dollars” or “J$” are to the lawful currency of Jamaica. We publish our audited consolidated financial statements in Mexican pesos.

This annual report on Form 20-F contains translations of certain peso amounts into U.S. dollars at specified rates solely for the convenience of the reader. These translations should not be construed as representations that the peso amounts actually represent such U.S. dollar amounts or could be converted into U.S. dollars at the rate indicated. Unless otherwise indicated, U.S. dollar amounts have been translated from Mexican pesos at an exchange rate of Ps.19.6395 to U.S.$1.00, the noon buying rate for pesos on December 29, 2017, as published by the U.S. Federal Reserve Board. On April 13, 2018, the exchange rate for pesos as published by the U.S. Federal Reserve Board was Ps.18.0795 to U.S.$1.00.

This annual report on Form 20-F contains references to “workload units,” which are units measuring an airport’s passenger traffic volume and cargo volume. A workload unit currently is equivalent to one terminal passenger or 100 kilograms (220 pounds) of cargo. When we refer to “terminal passengers,” we mean the sum of all arriving and departing passengers on commercial and general aviation flights, other than transit passengers. “Transit passengers” are those who are generally not required to change aircraft while on a multiple-stop itinerary and who generally do not disembark from their aircraft to enter the terminal building. When we refer to “total passengers,” we mean the sum of terminal passengers and transit passengers. When we refer to “commercial aviation passengers,” we mean the sum of terminal and transit passengers, excluding general aviation passengers, such as those on private, non-commercial aircraft. This annual report on Form 20-F contains references to “air traffic movements,” which represent the sum of all aircraft arrivals and departures of any kind at an airport.

In reviewing this annual report, you should take into account the fact that certain margin and ratio calculations that utilize “total revenues” or “total operating costs” will reflect the effects of International Financial Reporting Interpretation Committee 12 Service Concession Arrangements (“IFRIC 12”), which provides the accounting treatment to be followed for service concession contracts for services considered to be public in nature. We recognize revenues and the associated costs of improvements to concession assets that we are obligated to perform at the airports as established by our Master Development Programs for our Mexican airports and Capital Development Program for the Montego Bay airport. The amount of revenues for these services are equal to the amount of costs incurred, as we do not obtain any profit margin for these construction services. The amounts paid are set at market value. As a result, revenues from improvements to concession assets do not have a cash impact on our results and do not represent a cash inflow. Furthermore, they are not directly related to our passenger traffic, which is the main driver of our revenues.

Consequently, changes in total revenues, total operating costs, operating margin, total revenues per terminal passenger and other ratios included in this annual report, as well as other ratios potentially useful to investors, may not be comparable between periods. In such instances we have included a parenthetical notation with comparable amounts or measures. Nominal results for amounts used in calculating certain margins, such as operating income, are not affected by the adoption of IFRIC 12 and are therefore comparable. See “Item 5, Operating and Financial Review and Prospects – Critical Accounting Policies.”

As a result of our acquisition of Desarrollo de Concesiones Aeroportuarias, S.L. (“DCA”) in April 2015, our selected consolidated financial and operating data for the fiscal year ended December 31, 2015 includes the consolidation of DCA’s financial and operating data from April 1, 2015. Therefore, financial and operating data for the fiscal year ended December 31, 2015 may not be directly comparable with financial and operating data for prior or subsequent fiscal years. DCA has a 74.5% stake in MBJ Airports Limited (“MBJA”), the entity that holds the concession to operate Montego Bay International Airport in Montego Bay, Jamaica.

		Year ended December 31,
	2013				2014				2015				2016				2017				2017
		(thousands of pesos, except per share and per ADS data)																			(thousands of U.S. dollars; except per share and per ADS data) (1)
Profit or loss and other comprehensive income data:
Revenues:
Aeronautical services (2)	Ps.		3,616,616		Ps.		3,925,736		Ps.		5,419,022		Ps.		7,037,920		Ps.		8,280,522		U.S.$		421,626
Non-aeronautical services (3)			1,170,492				1,338,542				1,849,252				2,393,604				2,772,905				141,190
Improvements to concession assets (4)			440,728				281,874				838,635				1,676,037				1,312,491				66,829
Total revenues			5,227,836				5,546,152				8,106,909				11,107,561				12,365,918				629,645
Operating costs:
Costs of services:
Employee costs			390,606				393,537				502,794				584,560				663,360				33,777
Maintenance			200,224				223,687				302,203				346,805				505,352				25,731
Safety, security & insurance			173,748				192,932				249,752				282,310				317,023				16,142
Utilities			141,855				147,793				192,158				222,891				278,895				14,201
Other			222,518				203,639				311,351				345,805				345,777				17,606
Total costs of services			1,128,951				1,161,588				1,558,258				1,782,371				2,110,407				107,457
Technical assistance fees (5)			171,470				194,228				236,507				301,820				357,451				18,201
Concession taxes (6)			237,728				261,577				483,086				764,349				944,197				48,076
Depreciation and amortization:
Depreciation (7)			164,606				183,207				206,724				300,880				324,460				16,521
Amortization (8)			718,629				742,013				949,711				1,047,507				1,119,102				56,982
Total depreciation and amortization			883,235				925,220				1,156,435				1,348,387				1,443,562				73,503
Other expense (income)			(7,453	)			(43,424	)			(254,612	)			(295	)			(83,921	)			(4,273	)
Cost of improvements to concession assets (4)			440,728				281,874				838,635				1,676,037				1,312,491				66,829
Total operating costs			2,854,659				2,781,063				4,018,309				5,872,669				6,084,187				309,793
Income from operations			2,373,177				2,765,089				4,088,600				5,234,892				6,281,731				319,852
Finance cost			(51,159	)			(7,990	)			(456,810	)			(603,032	)			(99,388	)			(5,061	)
Share of loss of associates		n/a				n/a					(13,704	)			(11,728	)			(10,620	)			(597	)
Income before income taxes			2,322,018				2,757,099				3,618,086				4,620,132				6,171,722				314,251
Income tax expense			75,788				514,579				847,309				1,266,573				1,440,641				69,480
Profit for the year			2,246,230				2,242,520				2,770,777				3,353,559				4,731,081				244,771
Other comprehensive income
Exchange differences on translating foreign operations		n/a				n/a					482,394				773,453				(226,494	)			(11,533	)
Remeasurements of employee benefit – net of income taxes		n/a				n/a				n/a					10,773				(2,602	)			(132	)
Total comprehensive income for the year			2,246,230				2,242,520				3,253,171				4,137,785				4,501,985				233,173
Profit for the year attributable to:
Controlling interest			2,246,230				2,242,520				2,726,020				3,281,884				4,649,120				236,723
Non-controlling interest		n/a				n/a					44,757				71,675				81,961				4,173
Profit for the year			2,246,230				2,242,520				2,770,777				3,353,559				4,731,081				240,896
Total comprehensive income for the year
Controlling interest			2,246,230				2,242,520				3,141,513				3,948,323				4,451,659				226,669
Non-controlling interest		n/a				n/a					111,658				189,462				50,326				2,562
Total comprehensive income for the year			2,246,230				2,242,520				3,253,171				4,137,785				4,501,985				229,231
Basic and diluted earnings per share (9)	Ps.	4.2377			Ps.	4.2663			Ps.	5.1867			Ps.	6.2443			Ps.	8.8457			U.S.$		0.4504
Dividends per share (10)	Ps.	2.2837			Ps.	3.0249			Ps.		3.3200		Ps.		4.0700		Ps.		5.7200		U.S.$		0.2912
Basic and diluted earnings per ADS (9)	Ps.	42.3768			Ps.	42.6629			Ps.		51.8670		Ps.		62.4430		Ps.		88.4577		U.S.$		4.5041
Dividends per ADS (10)	Ps.	22.8375			Ps.		30.2490		Ps.		33.2000		Ps.		40.7000		Ps.		57.2000		U.S.$	2.9125
Other operating data:
Total terminal passengers (thousands of passengers) (11)			23,173				24,719				30,319				36,549				40,709			n/a
Total air traffic movements (thousands of movements)			404				417				462				513				527			n/a
Total revenues per terminal passenger (12)	Ps.		226		Ps.		224		Ps.		267		Ps.		304		Ps.		304		U.S.$		15
Aeronautical and non-aeronautical services per terminal passenger	Ps.		207		Ps.		213		Ps.		240		Ps.		258		Ps.		272		U.S.$		14
Statement of financial position data:
Cash and cash equivalents	Ps.		2,168,187		Ps.		1,595,502		Ps.		2,996,499		Ps.		5,188,138		Ps.		7,730,143		U.S.$		393,602
Total current assets			2,872,087				2,062,571				3,386,683				5,998,574				8,980,159				457,250
Airport concessions, net			9,895,346				9,611,296				12,240,167				12,384,923				11,754,661				598,521
Rights to use airport facilities, net			1,213,792				1,157,093				1,100,394				1,043,695				986,995				50,256
Total assets			25,234,600				24,286,207				31,473,399				36,051,462				39,517,532				2,012,146
Current liabilities			1,212,154				1,582,227				4,658,310				1,941,299				2,295,147				116,864
Total liabilities			3,021,889				3,000,316				9,317,356				13,646,893				17,440,763				888,045
Total equity attributable to controlling interest			22,212,711				21,285,891				21,273,951				21,333,015				21,028,215				1,070,710
Common stock			15,447,322				13,937,322				12,528,780				10,778,613				9,028,446				459,709
Non-controlling interest		n/a				n/a					882,092				1,071,554				1,048,554				53,390
Statement of cash flows data:
Net cash flows provided by operating activities	Ps.		2,964,713		Ps.		3,460,230		Ps.		4,904,753		Ps.		5,641,203		Ps.		6,168,702		U.S.$		314,097
Net cash flows used in investing activities			(680,951	)			(633,040	)			(3,669,927	)			(1,816,557	)			(1,938,575	)			(98,708	)
Net cash flows (used in) provided by financing activities			(1,779,258	)			(3,399,875	)			166,171				(1,771,185	)			(1,687,316	)			(85,914	)
Effects of exchange rate changes on cash held:		n/a				n/a				n/a					138,178				(806	)			(41	)
(Decrease) increase in cash and cash equivalents			504,504				(572,685	)			1,400,997				2,191,639				2,542,005				129,433

The following table sets forth, for the periods indicated, the high, low, average and period-end exchange rate expressed in pesos per U.S. dollar. The average annual rates presented in the following table were calculated using the average of the exchange rates on the last day of each month during the relevant period. The data provided in this table is based on the rates published by the U.S. Federal Reserve Board in its weekly H.10 Release – Foreign Exchange Rates. All amounts are stated in pesos and have not been restated in constant currency units. We make no representation that the Mexican peso amounts referred to in this annual report could have been or could be converted into U.S. dollars at any particular rate or at all.

On April 13 2018, the exchange rate for pesos, as published by the U.S. Federal Reserve Board, was Ps.18.0795 per U.S.$1.00.

Fluctuations in the exchange rate between the peso and the U.S. dollar affect the U.S. dollar value of securities traded on the Mexican Stock Exchange (Bolsa Mexicana de Valores, S.A.B. de C.V.), or “BMV,” and, as a result, will likely affect the market price of our American Depositary Shares (ADSs). Such fluctuations may also affect the U.S. dollar conversion by The Bank of New York Mellon, the depositary for our ADSs, of any cash dividends paid in pesos. See “– Risk Factors – Risks Related to Mexico – Depreciation or fluctuation of the peso relative to the U.S. dollar could adversely affect our results of operations and financial condition” and “Item 5, Operating and Financial Review and Prospects – Overview – Recent Developments – Fluctuation of the Peso.”

Our revenues are highly dependent on levels of passenger and cargo traffic volumes and air traffic, which depend in part on factors beyond our control.

Our revenues are closely linked to passenger and cargo traffic volumes and the number of air traffic movements at our airports. These factors directly determine our revenues from aeronautical services and indirectly determine our revenues from non-aeronautical services. Our principal source of aeronautical service revenues is passenger charges. Passenger charges are payable for each passenger departing from the airport terminals we operate (except certain exclusions in each of Mexico and Jamaica, described below under “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Aeronautical Services – Passenger Charges”) and are collected by the airlines and paid to us. In 2015, 2016 and 2017, passenger charges represented 55.3%, 51.9% and 54.6%, respectively, of our total revenues (in 2015, 2016 and 2017, passenger charges represented 61.7%, 61.1% and 61.1%, respectively, of the sum of our aeronautical and non-aeronautical revenues).

Passenger and cargo traffic volumes and air traffic movements depend in part on many factors beyond our control, including economic conditions in Mexico, Jamaica, the United States, Canada and Europe, the political situation in Mexico, Jamaica and elsewhere in the world, public health crises, the attractiveness of the destinations that our airports serve relative to those of other competing airports, fluctuations in petroleum prices, disruptions of global debt markets and changes in regulatory policies applicable to the aviation industry. Any decreases in air traffic to or from our airports as a result of factors such as these could adversely affect our business, results of operations, prospects and financial condition.

A global economic and financial crisis may lead to high volatility and lack of liquidity in the global credit and other financial markets. Such a downturn in the global economy may lead to increased commercial and consumer delinquencies, lack of consumer confidence, decreased market valuations, increased market volatility, high financial risk premiums and a widespread reduction of business activity generally. These conditions may also limit the availability of credit and increased financial costs for companies around the world, including companies in Mexico, Jamaica and the United States. Such a recession could significantly affect our ability to access credit to finance our future projects, therefore adversely affecting our business.

Competition from other tourist destinations could adversely affect our business.

The principal factor affecting our results of operations and business is the number of passengers using our airports. The number of passengers using our airports (particularly our international airports at Los Cabos, Puerto Vallarta and Montego Bay) may vary as a result of factors beyond our control, including the level of tourism in Mexico and Jamaica. In addition, our passenger traffic volume may be adversely affected by the attractiveness, affordability and accessibility of competing tourist destinations in Mexico, such as Acapulco and Cancun, or elsewhere, such as Hawaii, Puerto Rico, Florida, Cuba, the Dominican Republic, the other Caribbean islands and destinations in Central America. The attractiveness of the destinations we serve is also likely to be affected by travelers’ perceptions of the safety and political and social stability of Mexico and Jamaica, particularly as a result of the uncertainty and safety concerns resulting from the Mexican government’s ongoing effort against drug cartels. There can be no assurance that tourism levels, and therefore the number of passengers using our airports, in the future will match or exceed current levels. A reduction in tourism to the destinations served by our airports could directly and indirectly affect our revenues from aeronautical and non-aeronautical services.

Negative economic developments in Mexico could reduce domestic passenger traffic at our Mexican airports, which would adversely affect our business and results of operations.

Although a substantial portion of our revenues is derived from foreign tourism, Mexican domestic passengers have represented approximately 67.1% of the passenger traffic volume at our Mexican airports for the last three years. Aside from our interest in the Montego Bay airport concession in Jamaica and the operation of DCA in Spain, all of our assets are located, and all of our operations are conducted, in Mexico. Because our revenues are largely dependent on the level of passenger traffic at our airports, any decline in domestic traffic could have an adverse effect on our business, results of operations, prospects and financial conditions. Therefore, if inflation or interest rates increase significantly or the Mexican economy is otherwise adversely impacted, our business, financial condition and results of operations could be materially and adversely affected because, among other things, domestic demand for transportation services may decrease. For more information on the potential impact of negative economic developments in Mexico, see “– Risks Related to Mexico – Adverse economic conditions in Mexico may adversely affect our financial condition or results of operations” in this section.

Our business is particularly sensitive to economic conditions and other developments in the United States.

Our business is particularly sensitive to trends in the United States relating to leisure travel, consumer spending and international tourism. In 2015, 2016 and 2017, 89.7%, 89.3% and 88.8%, respectively, of the international terminal passengers served by our Mexican airports arrived or departed on flights originating in or departing to the United States and 67.0%, 68.6% and 67.8%, respectively, of the passengers served by our Jamaican airport arrived or departed on flights originating on or departing to the United States.

Thus, our business is highly dependent on the condition of the U.S. economy, and events affecting the U.S. economy may adversely affect our business, results of operations and financial condition. In 2015, 2016 and 2017, the U.S. gross domestic product (“GDP”) increased at a rate of 3.7%, 3.0% and 2.3%, respectively, according to the U.S. Bureau of Economic Analysis. If the U.S. economy falls into a recession, it would likely have a material adverse effect on our results of operations due to decreased passenger traffic travel to and from the United States.

Other trends and developments in the United States may also adversely impact the frequency and pattern of our international passenger traffic. For example, any development that could make travel to and from the United States less attractive to our passengers, including legislative developments related to immigration policy in the United States, could negatively affect the level of passenger traffic in our airports, which may adversely affect our business, financial condition or results of operations.

Any decision taken by the current U.S. administration and any amendments to the North American Free Trade Agreement (“NAFTA”) that could have a negative impact on the Mexican economy, such as reductions in the levels of remittances, reduced commercial activity among the two countries or a slowdown in direct foreign investment in Mexico, could adversely affect our business and our results of operations.

Changes in U.S. immigration and border policy could adversely affect passenger traffic to and from Mexico.

The 2016 presidential and congressional elections in the United States could result in significant changes in, and uncertainty with respect to, immigration and border policy. Immigration reform, especially with respect to Mexico, continues to attract significant attention in the U.S. Congress and public arena. If new federal immigration legislation is enacted, such laws may contain provisions that could make it more difficult for Mexican citizens to travel between Mexico and the United States. In addition, new immigration and border legislation could lead to uncertain economic conditions in Mexico that may affect leisure travel, including travel to and from Mexico. Such restrictions could have a material adverse effect on our passenger traffic results.

Levels of passenger and cargo traffic volumes and air traffic at our airports are highly sensitive to the impact on airlines of international petroleum prices and access to credit.

Our revenues are closely linked to passenger and cargo traffic volumes and air traffic movements at our airports, which are determined by the operating levels of airlines at our airports. Airlines’ costs are highly sensitive to the price of petroleum and their access to credit to finance their operations. Increased costs may increase ticket prices and reduce fleets, thereby decreasing flight frequencies and negatively impacting passenger and cargo traffic volumes.

International petroleum prices have experienced significant volatility in the recent past. For example, in 2014, European Brent crude oil spot prices reached a high of U.S.$115.19 per barrel on June 19, 2014 followed by a low of U.S.$55.27 per barrel on December 31, 2014, according to the U.S. Energy Information Administration. European Brent crude oil spot prices increased from U.S.$54.96 per barrel on December 31, 2016 to U.S.$66.73 per barrel on December 29, 2017, with an average price of U.S.$54.12 per barrel during 2017. The price of fuel may be subject to further fluctuations resulting from a reduction or increase in output of petroleum, voluntary or otherwise, by oil-producing countries, other market forces, a general increase in international hostilities, or any future terrorist attacks. High fuel prices result in increases in airlines’ costs and may lead to airline financial difficulties and bankruptcies, higher ticket prices, cancellations of routes and decreases in frequencies of flights, and may decrease demand for air travel generally. Each of these may reduce passenger and cargo traffic at our airports.

Most airlines also depend on reliable access to credit at interest rates they can afford to finance their fleet of aircraft and make other large investments. As evidenced by the 2008-2009 global recession and financial crisis, high interest rates and disruptions in the global debt markets had an adverse effect on airlines’ ability to operate their fleets, forcing many to raise ticket prices, cancel routes, decrease the frequencies of flights or forego scheduled investments. Such reductions in operations by airlines lead to lower passenger and cargo traffic volumes at our airports, which may have an adverse impact on our results of operations.

See “– The loss of, or suspension of operations by, one or more of our key customers could result in a loss of a significant amount of our revenues” for a more detailed description of which of our major airline customers have recently reduced or cancelled operations at our airports.

Our business is highly dependent upon revenues from five of our airports and could be adversely impacted by any condition affecting those airports.

In 2017, approximately 85.1% of the sum of aeronautical and non-aeronautical revenues was generated from five of our thirteen airports. The following table lists the percentage of the sum of aeronautical and non-aeronautical revenues generated at our airports in 2017:

As a result of the substantial contribution to our aeronautical and non-aeronautical revenues from these five airports, any event or condition affecting these airports could have a material adverse effect on our business, results of operations, prospects and financial condition.

International events, including acts of terrorism, wars and global epidemics, could have a negative impact on international air travel.

International events may negatively impact international air travel. The terrorist attacks on the United States on September 11, 2001, wars and other armed conflicts, such as those in Iraq, Syria and the Ukraine, and public health crises, such as the Influenza A/H1N1 pandemic of 2009-2010, negatively affected the frequency and pattern of air travel worldwide in recent years.

The terrorist attacks on the United States on September 11, 2001, had a severe adverse impact on the air travel industry, particularly on U.S. carriers and on carriers operating international service to and from the United States. Airline traffic in the United States fell precipitously after the attacks. Any future terrorist attacks, whether or not involving aircraft, may adversely affect our business, results of operations, prospects and financial condition. Moreover, we cannot predict what effect any future terrorist attacks or threatened attacks on the United States or any retaliatory measures taken by the United States in response to these events may have on the U.S. economy or leisure travel trends, which may negatively affect our results of operations. Similarly, our Mexican and Jamaican airport operations could be negatively impacted by terrorist attacks on aircraft such as those which occurred with international airlines’ aircraft operating over Egypt and the Ukraine in 2015.

Because our revenues are largely dependent on the level of passenger traffic in our airports, any general increase of hostilities relating to reprisals against terrorist organizations, further armed conflict around the world, outbreaks of health epidemics or other events of general international concern (and any related economic impact of such events) could result in decreased passenger traffic and increased costs to the air travel industry and, as a result, could cause a material adverse effect on our business, results of operations, prospects and financial condition.

Cyber-attacks or other interruptions of our security or information network could have an adverse effect on the operations of our airports and consequently on our financial results.

Cyber-attacks and their impact on our networks and systems, including the introduction of viruses, malware, denial of service, faulty software, equipment outages and other interruptions in or unauthorized access of company systems, have increased in frequency, extent and potency in recent years. The preventive actions that we employ to reduce the risk of experiencing a cyber-attack and to protect our network and information could be inadequate to stop a cyber-attack in the future. The costs associated with a possible cyber-attack on our systems include increased expenses associated with reinforcing cyber-security measures, loss of business due to the interruption of services, litigation and damage to our reputation. Such outcomes could cause significant losses or decreases in the price of our shares. The potential losses related to cyber-attacks and disruptions of our network could also surpass our insurance coverage.

Additionally, cyber-attacks could hinder our ability to protect the privacy of our clients and business and cause the unauthorized distribution of valuable financial information and confidential data relating our clients and business.

We constantly maintain, review and correct preventive measures to avoid cyber-attacks.

Security enhancements and requirements may require additional investments or result in additional expenses.

The air travel business is susceptible to, and has experienced, increased costs resulting from enhanced security and higher insurance. Following the events of September 11, 2001, we reinforced security at our airports, and our general liability insurance premiums increased substantially. For more information on the insurance policies we carry, see “Item 4, Information on the Company – Property, Plant and Equipment.” Because a substantial majority of our international flights involve travel to the United States, we may be required to comply with security directives of the U.S. Federal Aviation Authority, in addition to the directives of the Mexican and Jamaican civil aviation authorities.

The users of airports, principally airlines, also have been subject to increased costs following the events of September 11, 2001, as they have been required to adopt additional security measures and their insurance premiums have also increased substantially. While governments in other countries have agreed to indemnify airlines for liabilities they might incur resulting from terrorist attacks, the Mexican and Jamaican governments have not done so and have given no indication of any intention to do the same. In the future, airlines may be required to comply with more rigorous security rules or guidelines and premiums for aviation insurance could rise further. In addition, fuel prices, supplies and interest rates for airlines’ aircraft lease agreements, which constitute a significant cost for airlines using our airports, may be subject to increases resulting from any future terrorist attacks, a general increase in international hostilities or a reduction in output of fuel, voluntary or otherwise, by oil producing countries. Increases in airlines’ costs may result in higher airline ticket prices and decreased demand for air travel generally, thereby having an adverse effect on our revenues and results of operations.

If authorities require enhancements to security equipment or adoption of additional security measures, we may be required to undertake significant additional expenses and capital expenditures. We cannot guarantee that these expenses and/or capital expenditures will be taken into account for our Mexican airports in our Maximum Tariff and Master Development Programs negotiations. Therefore, these additional expenses could negatively affect our cash flows and affect our results of operations.

In the case of any change in security enhancement requirements in Jamaica, the Jamaican civil aviation authorities have permitted any such unavoidable and unforeseen expenditure to be treated as a cost pass-through for the purposes of regulation, allowing for an increase in regulated charges at any time within the tariff review period to cover the cost of additional security requirements. However, we can provide no assurance that we would be successful in negotiating new tariffs to recover the expenses and/or capital expenditures needed to comply with any new security requirements.

The operation of new baggage screening equipment could increase our expenses and may expose us to greater liability.

In 2005, the Mexican government issued a policy letter (carta de política) calling for all checked baggage on all commercial flights to undergo a new comprehensive screening process. The new screening process required the installation of dedicated screening equipment and the manual inspection of baggage if such equipment alerted to the potential presence of prohibited items. Uncertainty over the policy letter’s

implementation of the new screening process, initially caused a delay in the implementation. Although the Mexican Airport Law expressly provides that airlines bear the responsibility for baggage screening, the fact that the policy letter is silent as to responsibility caused some of our airline customers to contend that the policy letter’s intent is for airport concessionaires, such as us, to bear responsibility for the new screening process. In addition, certain questions have been raised regarding the constitutionality of the new screening process. Since the issuance of the policy letter, the Mexican Directorate General of Civil Aviation (Dirección General de Aeronáutica Civil), or “DGAC”, has been expected to issue implementing regulations. On November 23, 2012, the Mexican civil aviation authority published a recommendation (circular obligatoria) on the SCT website that, instead of modifying the legal responsibilities set forth in the Mexican Airport Law, attempted to facilitate contracts between parties through certain non-binding recommendations regarding issues of responsibility that have been raised by the policy letter. These non-binding recommendations have no legal effect unless incorporated into a valid contract.

We have operated checked baggage screening equipment in our busiest Mexican airports since 2011, and today eleven of our twelve airports employ baggage screening equipment. In the case of our Los Mochis airport, an explosives trace detector system is used. As of December 31, 2017, we have signed agreements to operate the baggage screening equipment with every airline customer, and 98.9% of the passengers travelling through our Mexican airports were using the baggage screening system.

We incur ongoing expenses to maintain and operate this equipment, which we currently recover from our airline customers. However, if it is determined that we are responsible for all or a portion of the cost or that we are liable for certain issues arising from our operation of the screening systems, our exposure to liability could increase significantly. These operational costs were reviewed during the negotiation of the Master Development Programs for our Mexican airports for the years 2015-2019, completed in December 2014, and there were no changes contemplated to the operational costs or to the cost recovery procedures. However, there can be no assurance that these operational costs or the cost recovery procedures will not be revised in the next negotiation of the Master Development Program in 2019. We also expect to incur ongoing expenses to maintain any equipment purchased, and we could be required to undertake significant additional capital expenditures for items such as a new screening technology or additional equipment if screening guidelines are expanded further and require that additional steps be taken to comply with the requirements. For instance, replacement of current baggage screening equipment with new Computer Tomography X-ray (CTX) baggage screening equipment is scheduled for 2022, although regulatory changes could force our Mexican airports to undertake this replacement sooner, as has already occurred in our Tijuana and Los Cabos airports. In addition, in July 2016, the DGAC issued a document titled Airport Security Recommendations, which established that airports must have alternative methods for baggage screening to be used in case the inspection technology that is used is not available. We believe that we comply with the requirement but the DGAC may require additional investments. These additional expenses could restrict our liquidity and adversely affect our results of operations if such costs are not accepted in the negotiations of our Master Development Programs for the 2020-2024 period. For more information on screening equipment, see “Item 4, Information on the Company – Regulatory Framework – Mexican Airport Concessions – Scope of Concessions.”

Our revenues and profitability may be adversely affected if we fail in our business strategy.

Our ability to increase our revenues and profitability depends in part on our business strategy, which consists of setting prices as close as possible to our regulatory maximum rates for any given year for our Mexican airports and for any given five-year period for the Montego Bay airport, reducing operating costs, controlling our capital expenditure commitments under our Master Development Programs with the Mexican government and under the Capital Development Program with the Jamaican government, increasing passenger and cargo traffic at our airports and increasing revenues from commercial activities.

Our ability to increase our commercial revenues is significantly dependent, among other factors, on increasing passenger traffic at our airports and on our ability to renegotiate rental agreements with our tenants to provide for contractual terms more favorable to us and for the ability for us to directly operate business lines. In addition, our ability to increase revenues from commercial activities depends on our ability to continue the remodeling, expansion and modernization of the commercial areas we operate within our airports and on the introduction of new business lines. Further, we are in the process of expanding the amount and types of business lines that we operate directly within our airports. Revenues from business lines operated directly by us represented 24.4% of non-aeronautical revenues in 2017 (6.1% of the sum of aeronautical and non-aeronautical revenues generated in our airports in 2017).

We cannot provide assurance that we will be successful in implementing our strategy of increasing our passenger traffic or our revenues from commercial activities, including those that we operate directly. The passenger traffic volume in our airports depends on factors beyond our control, such as the attractiveness of the commercial, industrial and tourist centers that the airports serve. Additionally, our new commercial strategy of increasing revenues by operating lines of businesses in our airports directly could result in the loss of a significant amount of revenues, or not generate the level of profitability sufficient to increase our results of operations. Accordingly, there can be no assurance that the passenger traffic volume in our airports will increase or that our profitability will increase.

Our acquisitions may not achieve anticipated benefits, and may increase our liabilities, disrupt our existing business and harm our results of operations.

On occasion we have expanded our service capabilities and gained new customers through selective acquisitions. The benefits we expect to receive from our acquisitions depend on our ability to integrate the operations, services, personnel and administrative infrastructure of the acquired businesses in a timely and efficient manner. Acquisitions also entail increased operating costs, as well as greater allocation of management resources away from daily operations. Additionally, the business growth opportunities, revenue benefits, cost savings and other benefits we anticipate to result from our acquisitions may not be achieved as expected, or may be delayed. To the extent that we incur higher integration costs or achieve lower revenue benefits or fewer cost savings than expected, or if we are required to recognize impairments of acquired assets, investments or goodwill, our results of operations and financial condition may be adversely affected.

In April 2015, GAP acquired 100% of DCA, which owns a majority stake in MBJA, a company operating Sangster International Airport in Montego Bay, Jamaica. While MBJA is a similarly positioned airport concessionaire, we may be unable to fully implement our business plans and strategies for the integration of DCA’s business into ours. Such potential inability to fully integrate DCA’s business could adversely affect our results of operations and financial condition.

Our leverage could adversely affect our ability to raise additional capital to fund our operations and limit our ability to react to changes in the economy or our industry.

As of December 31, 2017, our outstanding consolidated indebtedness was Ps.13.2 billion (approximately U.S.$674.8 million). This indebtedness may constrain our ability to raise incremental financing or increase the cost at which we could raise and maintain any such financing or impair our ability to take advantage of significant business opportunities that may arise. As a result of this indebtedness, we may also be more vulnerable to general adverse economic, industry or competitive conditions. We cannot assure you that our business will generate cash in an amount sufficient to enable us to service our debt or to fund our other liquidity needs, which may adversely affect our overall performance. We may need to refinance all or a portion of our debt on or before maturity, and we cannot assure you that we will be able to refinance any of our debt on commercially reasonable terms. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources.”

Covenants in our indebtedness may limit our discretion with respect to certain business matters.

The instruments governing our indebtedness or the indebtedness of our operating entities may contain restrictive covenants limiting our discretion with respect to certain business matters. These covenants could place significant restrictions on, among other things, our ability to incur additional liabilities, acquire new equity investments, engage in mergers or acquisitions, pay dividends, create liens or other encumbrances or make certain other payments, investments, loans and guarantees. These covenants could also require us to meet certain financial ratios and financial condition tests. A failure to comply with any such covenants could result in a default which, if not cured or waived, could permit acceleration of the relevant indebtedness.

If a change in relations with our labor force should occur, such a change could have an adverse impact on our results of operations.

Although we believe we maintain positive relations with our labor force, if any conflicts with our employees were to arise in the future, including with our unionized employees (which accounted for 43.5% of our total employees in Mexico and 67.5% in Jamaica as of December 31, 2017), resulting events such as strikes or other disruptions that could arise with respect to our workforce could have a negative impact on our results of operations.

The loss of, or suspension of operations by, one or more of our key customers could result in a loss of a significant amount of our revenues.

A majority of our revenues are driven by the operations of a few key airline customers. In 2017, Concesionaria Vuela Compañía de Aviación, S.A. de C.V. (“Volaris”), Grupo Aeroméxico, S.A.B. de C.V. (“Aeroméxico Group”), a holding company that owns Aeroméxico and Aeroméxico Connect, American Airlines, Inc. (“American Airlines”) and ABC Aerolíneas, S.A. de C.V. (“Interjet”) transported a significant percentage of our passenger traffic. During 2017, the passenger charges collected by these four airlines accounted for 16.5%, 7.7%, 5.2% and 4.0%, respectively, of total revenues in our airports (18.5%, 8.6%, 5.8% and 4.5%, respectively, of the sum of aeronautical and non-aeronautical revenues generated in our airports in 2017). Excluding revenues from passenger charges, these airlines accounted for 1.8%, 1.0%, 1.1% and 0.5%, respectively, of our total revenues in 2017 (2.0%, 1.1%, 1.3% and 0.6%, respectively, of the sum of aeronautical and non-aeronautical revenues generated in our airports in 2017).

None of our contracts with our airline customers obligate them to continue providing service to our airports, and we can offer no assurance that if any of our key customers reduce their use of our airports, competing airlines would add flights to their schedules to replace any flights no longer handled by our principal airline customers. In addition, Mexican law prohibits an international airline from transporting passengers from one Mexican location to another, except if the passenger originated travel outside Mexico, thus limiting the number of airlines providing domestic service in Mexico. Accordingly, we expect to continue to generate a significant portion of our revenues from domestic travel from a limited number of airlines.

Furthermore, passenger charges, which accounted for 54.6% of our revenues in 2017 (61.1% when taking into account only the sum of aeronautical and non-aeronautical revenues), are collected, pursuant to passenger charges collection agreements, by airlines from passengers on our behalf and are later paid to us, depending on the airline, within no more than 60 days following the date of each flight. During 2017, the average collection term of passenger charges was 52 days. See “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Aeronautical Services – Passenger Charges – Passenger Charges in Mexico.” Consequently, if any of our key airline customers were to become insolvent or seek bankruptcy protection, we would be an unsecured creditor with respect to any unpaid passenger charges, and we would not be assured of collecting the amounts invoiced to that airline for passenger charges despite cash deposits held in guarantee. Additionally, we could not be assured that we would recover the traffic they would stop transporting. Both scenarios could negatively affect our cash flows from operations or our results of operations.

Additionally, if some of our commercial clients face difficulties making their payments to our airports, we would try to renegotiate the commercial and payment terms to keep them at our airports. Despite our efforts, however, some clients may decide to leave our commercial spaces and cancel their contracts. This could potentially have a negative effect on our revenues.

The main domestic airlines operating at our Mexican airports have in the past refused to pay certain increases in our specific prices for aeronautical services and could refuse to pay additional increases in the future.

In the past, certain of the domestic airlines operating at our Mexican airports refused to pay certain increases in the specific prices we charge for aeronautical services. Although these prior disputes were resolved, because only a few airlines contribute a substantial portion of our revenues, our results of operations could be adversely impacted if any of these (or any of our other) airlines should refuse to make payments in the future. Moreover, during periods of economic downturn, the airlines that operate at our airports may be more likely to oppose increases in our charges for aeronautical services in future years, which could adversely impact our results of operations. See “Item 4, Information on the Company – Business Overview – Principal Customers – Principal Aeronautical Services Customers – Airline Customers.”

The airlines at our airports may refuse to continue collecting passenger charges on our behalf or we may decide to collect passenger charges ourselves, which would result in increased costs for us.

The airlines operating at our airports collect a passenger charge on our behalf from each departing passenger on an aircraft (except certain exclusions in each of Mexico and Jamaica, described below under “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Aeronautical Services – Passenger Charges”).

Currently, we have entered into collection agreements with the airlines that operate at our Mexican airports to collect those passenger charges on our behalf. As a result, passenger charges are included in the cost of passengers’ tickets, and we issue invoices for those charges to each airline. We and the airlines with which we have these collection agreements have the right to cancel them with prior notice to the other party. If we or one of our airline customers were to cancel a collection agreement, we would have to implement a collection system of our own to collect passenger charges from passengers directly. The installation and operation of such a collection system would result in additional costs for us, which would negatively impact our results of operations.

MBJA does not have agreements with some of the airlines that operate at the Montego Bay airport for the collection of passenger charges on its behalf. However, the collection of passenger charges by the airlines is implied under the current operating agreements signed by each airline operating at the Montego Bay airport, whereby these airlines must pay MBJA for regulated passenger charges. Newly issued Air Carrier Operating Agreements, however, have been amended to expressly require airlines to collect passenger service charges.

The operations of our airports may be disrupted due to the actions of third parties, which are beyond our control.

As is the case with most airports, the operation of our airports is largely dependent on the services of third parties, such as air traffic control authorities, airlines and ground transportation providers. We also depend upon the government or entities of the government for provision of services, such as electricity, supply of fuel for aircraft, air traffic control and immigration and customs services for our international passengers. Additionally, the disruption or stoppage of taxi or bus services at one or more of our airports could also adversely affect our operations. We are not responsible for and cannot control the services provided by these parties. Any disruption in, or adverse consequence resulting from, their services, including a work stoppage or other similar event, may have a material adverse effect on the operation of our airports and on our results of operations.

In addition, we are dependent on third-party providers of certain complementary services such as catering, baggage handling, and operation of airport buses and passenger walkways. If these service providers were to halt operations at any of our airports, we would be required to seek a new service provider or provide services ourselves, either of which would likely result in increased capital expenditures or costs and have an adverse impact on our cash generation and results of operations.

Legal claims and other actions by the former holders of land comprising certain of our Mexican airports may disrupt the operations and security of these airports.

Some of our airports are partly sited on lands that were expropriated by the Mexican government pursuant to its power of eminent domain. Prior to their expropriation, some of these lands had been held by groups of individuals through a system of communal ownership of rural land known as an ejido. Certain of these former ejidos’ participants have asserted indemnity claims against the Mexican government challenging the expropriation decrees. See “Item 8, Financial Information – Legal Proceedings – Ejido participants at Tijuana, Guadalajara and Puerto Vallarta airports.”

The Mexican government owns the land on which Guadalajara International Airport operates and has granted us the right to use that land for the purpose of operating the airport pursuant to our concession. Currently, there are squatters residing on or claiming rights to a portion of the property, at least one of whom has attempted to subdivide and sell off certain portions of the property. As owner of the property, the Mexican government must initiate any actions directed at removing these persons from the property. In addition, during various periods of 2016 and 2017, members of an ejido called el Zapote blocked access to commercial areas of the Guadalajara International Airport, specifically the parking facilities, which resulted in commercial revenues losses of Ps.19.2 million in 2016 (19.4% of our total car parking charges at the airport for 2016) and losses of Ps.9.0 million in 2017 (7.9% of our total car parking charges at the airport for 2017). We are reviewing the actions these persons have taken and are cooperating with the Mexican government to ensure that the actions of these squatters and ejidos do not adversely affect the operations of Guadalajara International Airport. However, if the Mexican government is unable to successfully remove these persons from the property, their presence could have an adverse impact on our operations, revenues and security, and could restrict our ability to expand our operations, at the Guadalajara airport.

In addition to challenging the expropriation, certain of the former ejido Tampico participants are also currently occupying portions of Tijuana International Airport property. While these persons are not currently interfering with the airport’s operations, their presence could limit our ability to expand the airport into the areas they occupy. There can also be no assurance that the former ejido participants will not seek to disrupt the airport’s operations if their legal claims against the Mexican government are not resolved to their satisfaction, which may negatively impact our results of operations.

Our Mexican concessions guarantee our access to the land and any interruption caused to our operations by any of the ejidos is the responsibility of the Mexican government. Although the Mexican government must provide restitution for any economic loss resulting from a disruption in access to our airports, there can be no assurance that the former ejido participants will not seek to disrupt the airport’s operations if their legal claims against the Mexican government are not resolved to their satisfaction. There also can be no assurance that the legal proceedings will be resolved in our favor, which may negatively impact our results of operations.

We may be liable for property tax claims asserted against us by certain Mexican municipalities.

We remain subject to ongoing property tax claims that have been asserted against us by certain municipal authorities for the payment of property taxes with respect to certain of the properties on which we operate our airports. We believe that under the law, the Mexican government, as the owner of the property upon which we operate our airports, would currently be responsible for paying these taxes directly if a court were to determine that these taxes must be paid. See “Item 8, Financial Information – Legal Proceedings – Property tax claims by certain municipalities” for a full discussion of these property tax proceedings.

Additionally, if the Mexican government changes the current laws or if we do not prevail in the aforementioned proceedings, these tax liabilities could have an adverse effect on our financial condition and results of operations.

Inability to generate sufficient future taxable profits or adverse changes to tax laws, regulatory requirements or accounting standards could have a negative impact on the recoverability of certain deferred tax assets.

We recognize deferred tax assets relating to tax losses carried forward and deductible temporary differences only to the extent that it is probable that future taxable profit will be available against which the tax losses carried forward and the temporary differences can be utilized. Net deferred tax assets amounted to approximately Ps.5.4 billion at December 31, 2017. The deferred tax assets are quantified on the basis of currently enacted tax rates and accounting standards and are subject to change as a result of future changes to tax laws or the rules for computing taxable profits and allowable losses. Failure to generate sufficient future taxable profits or changes in tax laws or accounting standards may reduce our estimated recoverable amount of net deferred tax assets. Such a reduction could have an adverse effect on our financial condition and results of operations. For further information on deferred tax assets, refer to Note 13 to our audited consolidated financial statements. See “Item 5, Operating and Financial Review and Prospects – Critical Accounting Policies – Income Taxes.”

The Pacific and Central regions of Mexico and the island of Jamaica experience seasonal torrential rains and hurricanes (particularly during the months of July through September), as well as earthquakes. Natural disasters may impede operations, damage infrastructure necessary to our operations or adversely affect the destinations served by our airports. Any of these events could reduce our passenger traffic volume.

For example, due to Tropical Storm Lidia impacting the Pacific coast of Mexico, the Los Cabos, La Paz and Los Mochis airports reported operating impacts from August 30, 2017 to September 2, 2017. As a result, 29,140 seats that were previously scheduled during those dates (25,000 for Los Cabos, 3,160 for La Paz and 980 for Los Mochis) were cancelled. These cancellations represented 6.5% of the seats available at our Mexican airports for that period. The three airports affected by the storm suffered minimal infrastructure damages.

In addition, on the evening of September 8, 2017 the Kingston Air Traffic Control Center was struck by lightning, resulting in total data and communications systems failure. This caused all air operations to be suspended at Jamaica’s airports. Operations were reestablished, on a partial basis, between 6:00 am and 7:00 pm on September 10, 2017. As a result, 2,660 seats were cancelled at the Montego Bay Airport.

The occurrence of natural disasters in the destinations we serve could adversely affect our business, results of operations, prospects and financial condition. We have insured the physical facilities at our airports against damage caused by natural disasters, accidents or other similar events, but do not have insurance covering losses due to resulting business interruption for our Mexican airports. Moreover, should losses occur, there can be no assurance that losses caused by damages to the physical facilities will not exceed the pre-established limits on any of our insurance policies.

Airline regulations promulgated by international bodies or regulatory agencies in other countries could affect our operations and potentially affect our revenues or results of operations. For instance, on July 30, 2010, the U.S. Federal Aviation Administration (“FAA”) announced that, following an assessment of the Mexican Directorate General of Civil Aviation, it had determined that Mexico was not in compliance with international safety standards set by the International Civil Aviation Organization (“ICAO”), and, as a result, downgraded Mexico’s aviation safety rating from “Category 1” to “Category 2.”

Under FAA regulations, because of this downgrade, Mexican airlines were not permitted to expand or change their current operations between the United States and Mexico except under certain limited circumstances; code-sharing arrangements between Mexican and U.S. airlines were suspended; and operations by Mexican airlines flying to the United States were subject to greater FAA oversight. These additional regulatory requirements resulted in reduced service between our Mexican airports and the United States by Mexican airlines, which resulted in a decrease in demand for travel at our Mexican airports.

The FAA restored Mexico’s Category 1 rating on December 1, 2010. In 2017, 9.1% of the passengers who traveled through our Mexican airports traveled on flights to or from the United States operated by Mexican airlines. Jamaica has held an FAA Category 1 rating since a similar downgrade to Category 2 from July 1995 to September 1997.

The FAA, however, may downgrade Mexico’s or Jamaica’s air safety rating in the future. We cannot predict what impact such a downgrade would have on our passenger traffic or results of operations, or on the public perception of the safety of our airports.

We provide a public service regulated by the governments of Mexico and Jamaica, and our flexibility in managing our aeronautical activities is limited by the regulatory environments in which we operate.

Our aeronautical fees charged to airlines and passengers are regulated, like those of most airports in other countries. In 2015, 2016 and 2017, 66.8%, 63.4% and 67.0%, respectively, of our total revenues were earned from aeronautical services (in 2015, 2016 and 2017, 74.6%, 74.6% and 74.9%, respectively, of the sum of aeronautical and non-aeronautical revenues were earned from aeronautical services), which are subject to price regulation under our maximum rates in Mexico and under the maximum regulated charges in Jamaica. These regulations may limit our flexibility in operating our aeronautical activities, which could have a material adverse effect on our business, results of operations, prospects and financial condition. In addition, several of the regulations applicable to our operations that affect our profitability are authorized or established by the Mexican government (as in the case of our Master Development Programs or our maximum rates, respectively) or the Jamaican government (as in the case of MBJ’s maximum regulated charges) for five-year terms. Except under limited circumstances, we generally do not have the ability to unilaterally change our obligations (such as the investment obligations under our Master Development Programs and Capital Development Program or the obligation under our Mexican concessions and MBJA’s Jamaican concession to provide a public service) or increase our maximum rates and regulated charges applicable under those regulations should the passenger traffic or other assumptions on which the regulations were based change during the applicable term. In addition, there can be no assurance that this price regulation system will not be amended in a manner that would cause additional sources of our revenues to be regulated.

We cannot predict how the laws and regulations governing our business will be applied.

Many of the laws, regulations and instruments that regulate our business in Mexico were adopted or became effective in 1999, and there is limited precedent that would allow us to predict the impact of these legal requirements on our future operations. In addition, although Mexican law establishes ranges of sanctions that might be imposed should we fail to comply with the terms of one of our Mexican concessions, the Mexican Airport Law and its regulations or other applicable laws, we cannot predict the sanctions that are likely to be assessed for a given violation within these ranges. We cannot provide any assurance that we will not encounter difficulties in complying with these laws, regulations and instruments. For instance, on November 8, 2017, changes to the Mexican Airport Law took effect which modified various regulations, primarily impacting airlines. One of the changes contemplated is the payment of indemnification to passengers delayed for longer than two hours. The new law further clarifies that the payment will be made if the airport concessionaire or airline is at fault for the delay. As of the date hereof, there is no process in place to determine whether the airport concessionaire or airline is responsible for the delay.

We cannot provide any assurance that once the regulations are finalized, concessionaires, such as ourselves, will not be held responsible for certain passenger delays or will not be required to pay indemnifications to passengers affected by such delays. Further, we cannot provide any assurance that such indemnifications will not have a material impact on our results of operations.

Although our maximum rates through 2019 have been set, we cannot predict what our Master Development Programs for the next five-year period from 2020 to 2024 will establish. We also cannot provide assurance that other regulatory agencies or the Mexican legislature will not impose regulations adverse to our operations in the future or that the laws and regulations governing our business, including the Master Development Programs, the maximum rate-setting process and the Mexican Airport Law, will not change in the future or be applied or interpreted in a way that could have a material adverse effect on our results of operations. For instance, on January 26, 2015, certain amendments to the Mexican Airport Law were enacted that institute an enforcement mechanism for existing requirements. For a discussion of the regulatory provisions applicable to our business in Mexico, see “Item 4, Information on the Company – Regulatory Framework – Sources of Mexican Regulation.”

Similarly, there is limited precedent that would allow us to predict the impact of the laws, regulations and instruments that regulate our business in Jamaica and we cannot provide any assurance that MBJA will not encounter difficulties in complying with these laws, regulations and instruments. In addition, although MBJA’s Concession Agreement (as defined below) and Jamaican law establishes ranges of sanctions that might be imposed should MBJA fail to comply with the terms of the concession, other Jamaican applicable law and its regulations, we cannot predict the sanctions that are likely to be assessed for a given violation within these ranges. Although the maximum regulated charges have been set for the Montego Bay airport through December 2019, we cannot predict what maximum regulated charges the Jamaican government will establish for the next five-year period from January 2020 to December 2024. We also cannot provide assurance that other regulatory agencies or the Jamaican legislature will not impose regulations adverse to MBJA’s operations in the future or that the laws and regulations governing our business in Jamaica, including the Jamaican Civil Aviation and Airports Authority acts and the process for setting maximum regulated charges, will not change in the future or be applied or interpreted in a way that could have a material adverse effect on our results of operations. For a discussion of the regulatory provisions applicable to our business in Jamaica, see “Item 4, Information on the Company – Regulatory Framework – Sources of Jamaican Regulation.”

The regulations pursuant to which the maximum rates applicable to our aeronautical revenues in Mexico and to the maximum regulated charges that MBJA may collect in Jamaica are established do not guarantee that we or any of our airports will be profitable.

The regulations applicable to our aeronautical activities establish an annual maximum rate for each Mexican airport, which is the maximum annual amount of revenues per workload unit that we may earn at that airport from services subject to price regulation. The maximum rates for our Mexican airports have been determined for each year through 2019. Our Mexican concessions provide that an airport’s maximum rates will be adjusted periodically for inflation determined by reference to the Mexican Producer Price Index (Índice Nacional de Precios al Productor), or “Mexican PPI,” excluding petroleum. Although we are entitled to request additional adjustments to an airport’s maximum rates under certain circumstances, including the amendment of certain provisions of the Mexican laws and regulations that structure and influence our business, our Mexican concessions provide that such a request will be approved only if the SCT determines that certain events specified in our Mexican concessions have occurred. The circumstances under which we are entitled to an adjustment are described under “Item 4, Information on the Company – Regulatory Framework – Mexican Aeronautical Services Regulation – Special Adjustments to Maximum Rates.” Therefore, there can be no assurance that any such request would be made or granted. For a discussion of the framework for establishing our maximum rates in Mexico and the application of these rates, see “Item 4, Information on the Company – Regulatory Framework – Mexican Aeronautical Services Regulation.”

The Jamaican Airports (Economic Regulation) Act mandates the Jamaica Civil Aviation Authority, or “JCAA,” to regulate five categories of charges: passenger charges, aircraft landing charges, aircraft parking charges, passenger walkway charges and airport security charges. Every five-year period, MBJA is entitled to submit to the JCAA its proposal for increases to the maximum regulated charges as justified by a schedule of five-year estimates for traffic growth and investment commitments (including capital expenditures for capital projects and required improvements at the Montego Bay airport under MBJA’s Concession Agreement) (a “Capital Development Program”). After its review of the preceding period’s maximum regulated rates and these estimates, the JCAA makes its determination as to the maximum regulated charges for the succeeding five-year period. Under the terms of the Montego Bay airport Concession Agreement with the Airports Authority of Jamaica, or “AAJ,” upon the JCAA’s approval of the new maximum regulated charges, MBJA has a commitment to fulfill the estimated capital expenditures included in the Capital Development Program. The last review by the JCAA of these maximum regulated charges for the

Montego Bay airport was completed in November 2014; changes resulting from that review period took effect in April 2015 and will remain in effect through December 2019. However, this review resulted in the JCAA setting maximum regulated charges for the Montego Bay airport below the proposed increases, and the AAJ has not similarly reduced the estimated capital expenditures included in the Capital Development Program. These maximum rates for regulated charges are adjusted annually for inflation based on the U.S. Bureau of Labor Statistics’ Consumer Price Index (“U.S. CPI”). For a discussion of the framework for establishing MBJA’s maximum regulated charges in Jamaica, see “Item 4, Information on the Company – Regulatory Framework – Jamaican Aeronautical Services Regulation.” MBJA has an obligation under the Concession Agreement to satisfy certain requirements applicable to a Capital Development Program. We cannot provide assurance that AAJ will determine that any such Capital Development Program complies with the applicable requirements under the Concession Agreement, or that AAJ will not request MBJA to undertake additional capital expenditures.

Under the terms of our concessions, there is no guarantee that our consolidated results of operations or the results of operations of any airport will be profitable.

Our results of operations may be adversely affected by required efficiency adjustments to our maximum rates in Mexico.

In addition, our maximum rates in Mexico are subject to annual efficiency adjustments, which have the effect of reducing the maximum rates for each year to reflect projected efficiency improvements. For the five-year terms ending 2014 and 2019, an annual efficiency adjustment factor of 0.7% was established by the SCT. Future annual efficiency adjustments will be determined by the SCT in connection with the setting of each Mexican airport’s maximum rates every five years. For a description of these efficiency adjustments, see “Item 4, Information on the Company – Regulatory Framework – Mexican Aeronautical Services Regulation – Methodology for Determining Future Maximum Rates.” We cannot provide assurance that we will achieve efficiency improvements sufficient to allow us to maintain or increase our operating income as a result of the progressive decrease in each Mexican airport’s maximum rate.

If we exceed the maximum rate at any Mexican airport at the end of any year, we could be subject to sanctions.

Historically, we have set the prices we charge for aeronautical services at each Mexican airport to come as close as possible to the authorized maximum rate for that airport in any given year. We expect to continue to pursue this pricing strategy in the future. For example, in 2015, 2016 and 2017, our revenues subject to maximum rate regulation represented 100.0%, 99.9% and 99.9%, respectively, of the amount we were entitled to earn under the maximum rates for all of our Mexican airports. However, there can be no assurance that we will be able to establish prices in the future that allow us to collect virtually all of the revenues we are entitled to earn from services subject to price regulation.

The specific prices we charge for aeronautical services are determined based on various factors, including projections of passenger traffic volumes, the Mexican PPI, excluding petroleum, and the value of the peso relative to the U.S. dollar. These variables are outside of our control. Our projections could differ from the applicable actual data, and if these differences occur at the end of any year, they could cause us to exceed the maximum rate at any one or more of our airports during that year.

If we exceed the maximum rate at any Mexican airport at the end of any year, the SCT may assess a fine and may reduce the maximum rate at that airport in the subsequent year. The imposition of sanctions for violations of certain terms of a concession, including for exceeding an airport’s maximum rate, can result in termination of the concession if the relevant term has been violated and sanctions have been imposed at least three times for the same cause. In the event that any one of our Mexican airport concessions is terminated, our other Mexican airport concessions may also be terminated.

In prior years, in order to ensure our compliance with the maximum rate at a particular airport when the possibility of exceeding that maximum rate has arisen, we have taken actions in the latter part of the year, such as reducing our specific prices and offering discounts. We can offer no assurance that, should external factors cause us to risk exceeding our maximum rates close to or at the end of any given year, we will have sufficient time to take the actions described above in order to avoid exceeding our maximum rates prior to year-end.

If we fail to fulfill the requirements of our Master Development Programs during a given five-year period, we could be subject to sanctions from the Mexican government.

Historically, our capital expenditure commitments under our Master Development Programs are determined by reference to the Mexican PPI’s construction price index. Using the index we aim to be as close as possible to the five-year period capital expenditure commitments at any time. We expect to continue this capital expenditure control strategy in the future. Using this strategy, our capital expenditure during 2015, 2016 and 2017 was 100.9%, 100.7% and 101.1%, respectively, of our capital expenditure commitments under our Master Development Programs. However, there can be no assurance that our capital expenditure control strategy will be sufficiently accurate and that we will not fall below our capital expenditure commitments. If, as a consequence of the annual maximum tariff fulfillment review, the SCT determines that we are not in compliance with the committed investments, the government may assess a fine and may reduce the maximum rate of that airport in the subsequent year. Non-compliance with committed investments could also result in the termination of the concession if the relevant term has been violated and sanctions have been imposed at least three times for the same cause. In the event that any one of our Mexican concessions is terminated, our other concessions may also be terminated.

Although in prior years, in order to ensure compliance with our Master Development Programs, we have taken actions in the latter part of the year, such as increasing the amount or pace of certain construction projects, we can give no assurance that, should external factors cause us to risk failing to meet our investment levels, we will have sufficient time to take actions to comply with our Master Development Programs.

Our operating results could be adversely affected if the airlines fail to collect sufficient Airport Improvement Fees for MBJA or if MBJA does not receive approval for the use of these funds to offset costs associated with capital investments at the Montego Bay airport.

The Airports (Economic Regulation) Act and related agreements require the airlines operating at the Montego Bay airport to charge an Airport Improvement Fee (“AIF”) from embarking international passengers on behalf of MBJA and to deposit the fees on a monthly basis in a trust account controlled by the Jamaican Ministry of Transport and Mining (“MTM”). Subject to the MTM’s approval, MBJA may use these funds for additional capital investments not included in the Capital Development Program, as well as for interest expenses relating to the financing thereof. MBJA is required to commit to such additional capital investments in exchange for the right to use the AIF funds.

The MTM approval of collection of AIF funds at the Montego Bay airport was renewed on February 25, 2015 for the period ending April 11, 2030, unless otherwise revoked. However, because the MTM’s prior approval of MBJA’s use of AIF funds is for specified capital investments in projects that have already been carried out, MBJA is not currently authorized to use any AIF funds collected after April 11, 2015. As of the date hereof, MBJA has entered into a Memorandum of Understanding (“MOU”) with the AAJ to fund “Phase 3” investments including the extension of the existing runway and installation of Runway End Safety Areas through the AIF. In the MOU, the AAJ has committed to guarantee the financing of specific capital projects to limit MBJA’s exposure to financial risks resulting from AIF shortfalls arising from lower than expected passenger traffic.

If MBJA’s passenger traffic projections are above the levels of passenger traffic realized at the Montego Bay airport, the amount of AIF to be collected may not be sufficient to finance all capital projects approved by the MTM and their financial cost. We can provide no assurance that the Montego Bay airport will achieve the passenger traffic required to recover MBJA’s capital investments committed in exchange for the use of the AIF funds. In addition, we can provide no assurance that the guarantee regarding financing in the MOU regarding “Phase 3” investments will be implemented in final documentation as currently outlined.

See “Item 4, Information on the Company – Regulatory Framework – Jamaican Aeronautical Services Regulation.”

If MBJA fails to fulfill the requirements of the Capital Development Program, it could suffer specific negative consequences, including a termination of its concession.

Under its Concession Agreement, MBJA is required to make capital expenditures in order to meet Capital Development Program requirements. Additionally, MBJA is also responsible for maintaining the tangible concession assets under the Concession Agreement, which involves capital investment projects and improvements to concession assets. Although in prior years MBJA has complied with all of its committed capital expenditure requirements, if MBJA fails to comply with these terms and conditions of the Concession Agreement, it could be in default and, if it fails to remedy the breach within the applicable grace period, it could suffer negative consequences, including the termination of its concession.

The Mexican government may terminate or reacquire our Mexican concessions under various circumstances, some of which are beyond our control.

Our concessions are our principal assets, and we would be unable to continue operations without them. A Mexican concession may be revoked by the Mexican government for certain prescribed reasons, including failure to comply with our Master Development Programs, a temporary or permanent halt in our operations, actions affecting the operations of other concession holders in Mexico, failure to pay damages resulting from our operations, exceeding our maximum rates or failure to comply with any other material term of our Mexican concessions. Violations of certain terms of a concession (including violations for exceeding the applicable maximum rate) can result in revocation of a concession only if sanctions have been imposed for violations of the relevant term at least three times. Violations of other terms of a concession can result in the immediate termination of the concession. Our Mexican concessions may also be terminated upon our bankruptcy or insolvency.

We would face similar sanctions for violations of the Mexican Airport Law or the regulations thereunder. Under applicable Mexican law and the terms of our Mexican concessions, our Mexican concessions may also be made subject to additional conditions, including under our renewed Master Development Programs, which we may be unable to meet. Failure to meet these conditions may also result in fines, other sanctions and the termination of the concessions.

The Mexican government may also revoke one or more of our Mexican concessions at any time through reversion, if, in accordance with applicable Mexican law, it determines that it is in the public interest to do so. See “Item 4, Information on the Company – Regulatory Framework – Other Regulation of Mexican Concessions and Concession Assets – Revocation of Concessions” The Mexican government may also assume the operation of any airport in the event of war, public disturbance or a threat to national security. In addition, in the case of a force majeure event, the Mexican government may require us to implement certain changes in our operations. In the event of a reversion of the

public domain assets that are the subject of our Mexican concessions, the Mexican government under Mexican law is required to compensate us for the value of the concessions or added costs based on the results of an audit performed by appraisers. In the case of a mandated change in our operations, the Mexican government is required to compensate us for the cost of that change. Similarly, in the event of an assumption of our operations, other than in the event of war, the government is required to compensate us and any other affected parties for any resulting damages. There can be no assurance that we would receive compensation equivalent to the value of our investment in, or any additional damages related to, our Mexican concessions and related assets in the event of such action.

In the event that any one of our Mexican airports’ concessions is terminated, whether through revocation or otherwise, our other concessions may also be terminated. Thus, the loss of any concession would have a material adverse effect on our business and results of operations.

The Jamaican government may terminate or reacquire MBJA’s concession under various circumstances, some of which are beyond our control.

The Montego Bay airport concession is MBJA’s principal asset, and MBJA would be unable to continue operations at the Montego Bay airport without it. As owner of the concession assets, the AAJ is entitled under certain circumstances, however, to expel MBJA from all or part of the Montego Bay airport site or to take over or carry on the operation and management of the airport or provision of airport services. The AAJ may step into the public domain assets that are the subject of the Montego Bay airport concession for as long as may be required if it determines that MBJA is in breach of the Concession Agreement, to prevent material disruptions in service at the Montego Bay airport or in cases of national emergencies. Upon such a step-in by the AAJ, the AAJ must account to MBJA for any revenues collected at the Montego Bay airport during the step-in period. Where the AAJ steps into the public domain assets that are the subject of the Montego Bay airport concession pursuant to any uncured event of default or to prevent material disruptions in service, MBJA is required to bear all costs (except consequential losses) and expenses associated with the AAJ exercise of its step-in rights. There can be no assurance that MBJA would receive compensation equivalent to the value of its investment in, or any additional damages related to, its concessions and related assets in the event of such action.

Following notice and good-faith consultations to avoid such a result, the AAJ may terminate the Concession Agreement with MBJA upon an event of default on the part of MBJA. Regardless of cause for termination, a termination fee is due to MBJA upon a termination or revocation of the concession. However, the Concession Agreement expressly limits the AAJ’s liability to such termination fee. In the event that the AAJ terminates the concession with or without cause, there can be no assurance that the loss of the Montego Bay airport concession would not have a material adverse effect on our business and results of operations.

See “Item 4, Information on the Company – Regulatory Framework – The Montego Bay Airport Concession – AAJ’s Rights to Step In, Terminate or Grant a New Concession.”

The Mexican and Jamaican governments could grant new concessions that compete with our airports.

The Mexican and Jamaican governments could grant additional concessions to operate existing government-managed airports, authorize the construction of new airports or allow existing privately held domestic airports to change into international airports and permit them to receive regular domestic and international flights, all of which could lead to increased competition for our airports.

One factor that may significantly increase competition from other airports is the expansion of the permits of existing private airports that are currently not permitted to operate regular commercial routes. Under Mexican law, any privately held airport that has operated with a permit to provide public service for at least five years automatically acquires the right to also operate regularly scheduled commercial flights and to receive a concession to operate as a public service airport. In addition, through an amendment proposed by the SCT and confirmed by the Presidency, an airport operating with a permit to provide public service could become an international airport.

Any competition from other such additional airports could have a material adverse effect on our business and results of operations. Under certain circumstances, the grant of a concession for a new or existing airport must be made pursuant to a public bidding process. In the event that a competing concession is offered in a public bidding process, we cannot provide assurance that we would participate in such process, or that we would be successful if we were to participate. See “Item 4, Information on the Company – Regulatory Framework – Other Regulation of Mexican Concessions and Concession Assets – Grants of New Mexican Concessions” and “Item 4, Information on the Company – Regulatory Framework – The Montego Bay Airport Concession – AAJ’s Rights to Step In, Terminate or Grant a New Concession.”

The SCT could require us to monitor certain aircraft movements at our Mexican airports that we do not currently control, which could result in increased costs.

The Mexican Air Traffic Control Authority (Servicios a la Navegación en el Espacio Aéreo Mexicano) or “SENEAM”, could require us to monitor certain aircraft movements at our Mexican airports that we do not currently control, which could result in increased costs. SENEAM currently requires us to manage and control aircraft movements in and out of our arrival and departure gates and remote boarding locations at our Guadalajara, Tijuana and Puerto Vallarta airports. At our other Mexican airports, these aircraft movements are monitored by SENEAM. Should SENEAM require us to control, or if we, for efficiency purposes, request to control, these aircraft movements directly at any or all of our other Mexican airports in the future, our results of operations could be negatively impacted by increased operating insurance and liability costs resulting from taking on these obligations.

The Mexican civil aviation authority could require us to extend the official operating schedule at our Mexican airports, which could result in increased operating costs.

The DGAC is responsible for establishing the official operating schedules of our Mexican airports. Outside of our Mexican airports’ official hours of operation, we are permitted to double our airport charges for services that we provide. Currently, our airports at Guadalajara, Puerto Vallarta and Morelia have official operating schedules of 24 hours per day. The DGAC can issue a decree extending the official operating schedule of one or more of our other airports from its current schedule, which would deprive us of the ability to double our airport charges for off-hour services at airports for which such a decree has been issued. For instance, as of January 17, 2014, the DGAC expanded the operating schedule of our Aguascalientes airport from 6:00 a.m. to 8:00 p.m. to 6:00 a.m. to 12:00 a.m. and as of April 2, 2015, the operating schedule of our Los Cabos airport was expanded from 7:00 a.m. to 6:00 p.m. to 7:00 a.m. to 9:00 p.m. Such extensions of our official operating schedules result in increases in operating costs, and we can provide no assurances that we would be able to recover those costs.

Federal tax legislation in Mexico may have an adverse effect on our financial condition and our results of operations.

The terms of our Mexican concessions do not exempt us from generally applicable Mexican tax laws. Changes to tax laws and regulations in Mexico could significantly increase our tax expense, which could have a material adverse impact on our results of operations.

For instance, on January 1, 2014, new tax laws came into force following tax reforms in Mexico that, among other changes: maintained the income tax rate on corporations of 30%; imposed withholding tax in respect of dividends paid to Mexican and foreign shareholders; eliminated deductions previously allowed in respect of payments between related parties or certain foreign corporations; limited the tax deductions for certain benefits paid to employees; and increased the value-added tax in certain areas of Mexico.

We cannot predict the impact that changes in law will have, if fully implemented and applied to us, on our business, financial condition and results of operations. In addition, we cannot predict the indirect impact that such legislation could have on our customers and shareholders.

Changes to Mexican laws, regulations and decrees applicable to us could have a material adverse impact on our results of operations.

The Mexican government has in recent years implemented various changes to the laws applicable to Mexican companies, including us. The terms of our Mexican concessions do not exempt us from any changes to Mexican laws. Changes to the Mexican constitution or to any other Mexican laws could have a material adverse impact on our results of operations.

For instance, as a result of certain 2013 amendments to Mexico’s Constitution, on July 6, 2014, a new Federal Economic Competition Law (Ley Federal de Competencia Económica) went into effect, which, among other things, grants broader powers to the federal competition authority, including the ability to regulate essential facilities. If the new competition authority determines that a specific service or product is an essential facility, it has the ability to regulate access conditions, prices, tariffs or technical conditions for or in connection with the specific service or product. Some of the services we render are public services that are regulated by the Mexican government, and we are unsure if the competition authority will apply the new competition law in the same manner and under the same considerations as it would apply to non-regulated service providers. Should the new competition authority determine that all or part of the services we provide are considered an essential facility, we may be required to implement significant changes to the way we currently do our business, which could have a material adverse impact on our results of operations. For a discussion of the new competition law, see “Item 4, Information on the Company – Regulatory Framework – Sources of Mexican Regulation – Federal Economic Competition Commission.” Also see “– We cannot predict how the regulations governing our business will be applied” in this section.

For more detailed information on current sources of regulation governing the operation of airports in Mexico, see “Item 4, Information on the Company – Regulatory Framework – Sources of Mexican Regulation.”

AMP, our strategic shareholder, has significant influence over our operations, and AMP’s interests may differ from those of other shareholders.

AMP holds Series BB shares currently representing 15% of our total capital stock. The Series BB shares have certain special rights that allow AMP to exercise significant influence over our operations. Through its right to appoint and remove members of our senior management, AMP participates in the decision-making process of our management in areas such as business strategy, operations, financing, acquisitions and dispositions of assets or business.

payment of dividends, the amendment of our bylaws and any decision that has the objective to modify or annul its right to appoint our top-level executive officers). These rights are not conditioned on whether or not the technical assistance agreement and the participation agreement remain in force. Pursuant to our bylaws, if at any time AMP (as the holder of our Series BB shares) were to hold less than 7.65% of our capital stock in the form of Series BB shares, such shares would be mandatorily converted into Series B shares, which would cause AMP to lose all of its special rights. Shareholders of AMP have allocated among themselves certain veto rights relating to the exercise by AMP of its veto and other rights, which increases the risk of impasse at AMP shareholders’ meetings and ultimately at our shareholders’ meetings. Differences in points of view among AMP’s shareholders with respect to our management could affect our results of operations. The interests of AMP may differ from those of our other shareholders, and we can offer no assurance that AMP and the officers appointed by AMP will exercise their rights in ways that favor the interests of our other shareholders.

Disputes among AMP’s shareholders may affect our shareholders’ meetings or management.

In 2010 and 2011, disputes among AMP’s shareholders affected our shareholders’ meetings and trading of our shares on the Mexican Stock Exchange and the NYSE, as well as involving us in litigation. Notwithstanding those disputes, on December 1, 2011, we were advised by AMP’s shareholders that they had entered into an agreement to end their dispute and to terminate their legal proceedings. Additionally, we were informed that AMP’s shareholders agreed to a comprehensive mechanism for decision-making (primarily by consensus, but with specific mechanisms aimed at avoiding deadlocks that could affect our operations), and that AMP’s shareholders would continue developing our business. AMP’s shareholders also affirmed their intent to defend the rights granted to them by the Mexican government and further confirmed their respective original ownership percentages in AMP.

On November 19, 2014, Controladora Mexicana de Aeropuertos, S.A. de C.V. (“CMA”) entered into an agreement to purchase 33.33% of the capital stock of AMP from DCA. Although CMA became 66.66% owner of the capital stock of AMP as a result of this transaction, CMA agreed that the minority shareholders’ consent is required with respect to certain significant actions or decisions. See “Item 7, Major Shareholders and Related Party Transactions – Major Shareholders – AMP Trust, Bylaws and Shareholders’ Agreement.”

If any further disputes among AMP’s shareholders were to occur in the future, it is not possible to predict if they would result in deadlock at our shareholders’ meetings or distract our management, or what effects such events might have on the price of our stock, its liquidity or our market value and the effects that these conflicts could have on our business or results of operations. In addition, AMP’s veto, appointment and other rights could adversely impact our operations and constitute an obstacle for us to bring in a new strategic shareholder and/or operator.

If AMP should decide to sell all or a portion of its interest in us, our operations could be adversely affected.

AMP currently exercises significant influence over our management, as described above. Our bylaws and certain of the agreements executed in connection with the privatization process prohibited AMP from transferring any of its Series BB shares before August 25, 2004. Since that date, AMP has been permitted to transfer up to 49% of its Series BB shares without restriction. Since August 25, 2009, AMP additionally has been permitted to sell in any year up to 20% of its remaining 51% interest in our Series BB shares. Presently, therefore, AMP is able to sell nearly all of the shares that it owns. Our bylaws provide that, subject to certain exceptions, Series BB shares must be converted into Series B shares prior to transfer. Should AMP divest its interest in us or cease to hold Series BB shares, our management could change and our operations could be adversely and significantly affected as a result.

Our operations could be adversely affected if the technical assistance agreement is not renewed with AMP.

As described above, AMP exercises a significant influence over our management through the technical assistance agreement, through which AMP provides our airports with expertise in operating in the aeronautical sector and strategic planning guidance to increase aeronautical and non - aeronautical revenues, in addition to knowledge of the Mexican government and business sectors and assistance with the negotiation of our Master Development Programs. Therefore, if either we or AMP decides not to renew the technical assistance agreement, it would require time and potentially higher costs for us to replace AMP’s strategic expertise through contracts with new external advisors; apart from the possible higher costs, the need to replace AMP could have an impact on our business strategy and ongoing projects, such as the successful negotiation of tariffs, investments and other elements of our Master Development Programs. As a result, our results of operations could be negatively affected. For more detailed information on the technical assistance agreement with AMP, see “Item 4, Information on the Company – History and Development of the Company – Investment by AMP.”

Failure to comply with certain requirements of the privatization guidelines and the participation agreement relating to our privatization could have a material and adverse effect on our operations or the value of our securities.

In 1999, as part of the first stage in the process of opening Mexico’s airports to private investment, the Mexican government sold a 15% equity interest in us to AMP pursuant to a public bidding process.

Pursuant to the guidelines published by the Mexican government during the first phase of our privatization and the participation agreement setting forth the rights and obligations of each of the parties involved in our privatization, AMP assumed certain rights and obligations.

Although we believe AMP satisfies all their requirements under the privatization guidelines and the participation agreement, there can be no assurance that allegations or official inquiries relating to AMP’s compliance with its obligations under those requirements will not take place. In the event of future inquiries or an official finding that AMP is or was not in compliance with the requirements of the privatization guidelines or the participation agreement, AMP could be subject to fines and the technical assistance agreement between us and AMP could be terminated, which could have a material effect on our operations. In addition, there can be no assurance that any such developments would not result in a material decrease in the market value of our shares or ADSs or their liquidity.

Certain actions by Grupo México, S.A.B. de C.V. may affect our management, financial condition or results of operations.

Articles X and XII of our bylaws, among others, limit the ability of Series B shareholders, directly or with related parties, other than AMP, to hold more than 10% of our outstanding capital stock, and any shares held in excess of that amount must be sold in a public offering. In accordance with our bylaws, until the public offering of such shares takes place, such excess shares have no voting power and cannot be represented in any shareholders’ meeting.

On June 13, 2011, Grupo México, S.A.B. de C.V. (“Grupo México”) announced that its board of directors had approved the acquisition, directly or indirectly, of at least 30%, and up to 100%, of our shares outstanding at that time, excluding treasury shares, through a public tender offer. Grupo México and its subsidiary, Infraestructura y Transportes México, S.A. de C.V. (“ITM”), then commenced legal proceedings seeking (i) to modify our bylaws to eliminate the foregoing limitations and (ii) to terminate AMP’s special rights that stem from AMP’s ownership of our Series BB shares.

On June 17, 2015, the Mexican Supreme Court issued an amparo ruling upholding the validity of Articles X and XII of our bylaws regarding the limitations on ownership of our capital stock. On February 17, 2016, the Superior Court of Mexico City declared that Grupo México and ITM were in violation of the Company’s bylaws due to the fact that together they held more than 10% of our outstanding capital stock, and ordered Grupo México and ITM to sell any Series “B” shares held in excess of that limit. Consequently, the challenge initiated by Grupo México and ITM against these articles has been definitively concluded, with the ruling confirming the validity and effectiveness of these articles in support of the position we maintained and defended. Grupo México filed an appeal looking for clarification regarding the ruling. On November 9, 2016, the complaint was declared unfounded. Despite this ruling, we expect that the Mexican Supreme Court will issue a new, binding decision on procedures for complying with the decision of the Superior Court of Mexico City regarding the disposition of shares exceeding 10% of our capital stock. See “Item 8, Financial Information – Legal Proceedings – Litigation related to Grupo México, S.A.B. de C.V. seeking to void certain of our bylaws.”

In its most recent filing on Schedule 13D with the SEC on January 9, 2018, Grupo México disclosed that it beneficially owned 12.8% of our total outstanding shares. Although these decisions are definitive and not appealable, it is possible that Grupo México will seek to challenge our management on other matters or through other legal means, which may present further disruptions for our management and the Company. It is not possible to predict the extent to which these disputes with Grupo México will distract our management, the effects that future developments in this dispute might have on the price of our stock, its liquidity or our market value or the effects that these conflicts could have on our business or results of operations.

Mexican stock brokers may not continue adhering to the injunction from trading in our capital stock when such trading would result in a violation of our bylaws, and we cannot predict whether we would be successful in enforcing our bylaws upon Mexican stock brokers.

In accordance with a decision of a Mexican court that instructed us and our directors and officers to take all necessary legal measures to maintain and protect our bylaws, on February 15, 2012 we initiated a lawsuit against all Mexican stock market brokers seeking that Mexican stock market brokers strictly adhere to our bylaws by restricting the sale of our shares to Grupo México and its subsidiaries if, in violation of our bylaws, they hold, individually or in the aggregate, more than 10% of our total outstanding capital stock. On February 29, 2012, we were informed that a court issued preliminary injunctions that required Mexican stock brokers to, among other things, refrain from trading our shares for an individual, group or group of related entities, where such a trade could result in any way in the acquisition of an ownership position that exceeds the 10% maximum allowed by Article X of our bylaws. We cannot predict the consequences from this proceeding or the future actions of the Mexican stock brokers, including any limitations on our access to financing. It is also not possible to predict what effects future developments in this dispute might have on the price of our stock, its liquidity or our market value and the effects that this conflict could have on our business or results of operations.

Adverse economic conditions in Mexico may adversely affect our financial condition or results of operations.

All of our operations conducted in Mexico are dependent upon the performance of the Mexican economy. As a result, our business, financial condition or results of operations may be affected by the general condition of the Mexican economy, over which we have no control. In the past, Mexico has experienced economic crises, caused by internal and external factors, characterized by exchange rate instability (including large devaluations), high inflation, high domestic interest rates, economic contraction, a reduction of international capital flows, a reduction of liquidity in the banking sector and high unemployment rates. We cannot assure that such conditions will not return or that such conditions will not have a material adverse effect on our business, financial condition or results of operations.

According to the Mexican National Institute for Statistics and Geography (Instituto Nacional de Estadística y Geografía), or “INEGI,” GDP increased 2.5 % in 2015, 2.3% in 2016 and 2.1% in 2017, in each case compared with the previous year. The annualized interest rates for 28-day Mexican Treasury Bills (Cetes) averaged approximately 3.0%, 4.2% and 6.7% in 2015, 2016 and 2017, respectively. As of April 18, 2018, the 28-day Interbank Equilibrium Interest Rate (Tasa de Interés Interbancaria de Equilibrio), or “TIIE-28,” was 7.8350%. To the extent that we incur peso-denominated debt in the future, it could be at high interest rates.

If inflation or interest rates increase significantly or if the Mexican economy is otherwise adversely impacted, our business, financial condition or results of operations could be materially and adversely affected.

Additionally, economic conditions in Mexico may also be affected by political developments in the United States, such as the change in administrations in January 2017, and economic developments in the United States, such as interest rates, exchange rates and GDP growth, among others. We cannot assure you that any developments in the U.S. or elsewhere will not materially and adversely affect us in the future.

Depreciation or fluctuation of the peso relative to the U.S. dollar could adversely affect our results of operations and financial condition.

Any future significant appreciation or depreciation of the peso could impact our aggregate passenger traffic volume, which could have a material adverse effect on our results of operations. Following the devaluation of the peso and the economic crisis beginning in 1994, the aggregate passenger traffic volume in our airports in 1995 (then operated by our predecessor) decreased as compared to prior years, reflecting a decrease in Mexican passenger traffic volume that more than offset an increase in international passenger traffic volume. Another substantial decrease in value could occur, and it could (notwithstanding other factors) lead to a decrease in domestic passenger traffic that may not be offset by any increase in international passenger traffic. In 2015, the peso depreciated 16.7% against the U.S. dollar. In 2016, the peso depreciated 20.1% against the U.S. dollar. In 2017, the peso appreciated 4.5% against the U.S. dollar. Any future significant depreciation of the peso could impact our aggregate passenger traffic volume by increasing the cost of travel for domestic passengers, while any future significant appreciation of the peso could impact our aggregate passenger volume by increasing the cost of travel for international passengers.

Due to the acquisition of 100% of the shares of DCA in 2015, we incurred indebtedness in U.S. dollars. A devaluation of the peso would increase the debt service cost of such U.S. dollar-denominated indebtedness and result in foreign exchange losses. In 2017, approximately 99% of MBJA’s operating revenues, 60% of its operating expenses and 90% of its capital expenditures were denominated in U.S. dollars, with the remaining 40% of operating expenses and 10% of its capital expenditures denominated in Jamaican dollars, which are pegged to the U.S. dollar. All of MBJA’s indebtedness was also denominated in U.S. dollars in 2017. Accordingly, fluctuations in the exchange rate between the Mexican peso and the U.S. dollar may also affect our performance through the consolidation of MBJA’s financial and operating results.

In addition, fluctuations in the exchange rate between the peso and the U.S. dollar, particularly depreciations, may adversely affect the U.S. dollar equivalent of the peso price of the Series B shares on the Mexican Stock Exchange. As a result, such peso depreciations will likely affect the market price of the ADSs. Exchange rate fluctuations would also affect the ADS depositary’s ability to convert into U.S. dollars, and make timely payment of, any peso cash dividends and other distributions paid in respect of the Series B shares.

The value and prices of securities issued by Mexican companies may be adversely affected by developments in other countries.

The Mexican economy may be, to varying degrees, affected by economic and market conditions in other countries. Although economic conditions in other countries may differ significantly from economic conditions in Mexico, investors’ reactions to adverse developments in other countries may have an adverse effect on the market value of securities of Mexican issuers. For instance, the credit freeze and global recession that began in 2007 and continued into 2009 had a significant impact in Mexico. Mexico’s stock market fell 48% during that period. Similarly, the European debt crisis that began in Greece and then spread to other countries such as Italy and Spain as well as European financial institutions, affected financial markets around the world and in Mexico.

In addition, economic conditions in Mexico are strongly correlated with political and economic conditions in the United States as a result of NAFTA and increased economic activity between the two countries. Therefore, adverse economic conditions in the United States, the termination of NAFTA or other related events could have a material adverse effect on the Mexican economy. We cannot provide assurance that events in other emerging market countries, in the United States or elsewhere, will not materially and adversely affect our business, financial condition or results of operations.

Political conditions in Mexico could materially and adversely affect Mexican economic policy or business conditions and, in turn, our operations.

The Mexican government has exercised, and continues to exercise, significant influence over the Mexican economy. Mexican governmental actions concerning the economy could have a significant impact on Mexican private sector entities in general, as well as on market conditions and prices and returns on Mexican securities, including our securities.

Enrique Peña Nieto, a member of the Institutional Revolutionary Party (“PRI”), began a six-year term as President of Mexico on December 1, 2012. National presidential and legislative elections are set to take place on July 1, 2018. A change in leadership and party control could result in economic or political conditions in Mexico that could materially impact our operations. In addition, if no single party wins a clear majority in Congress, governmental gridlock and political uncertainty may occur. As with any governmental change, this change to the country’s administration may lead to significant changes in laws, public policies or regulations, may affect the political and economic environment in Mexico, and consequently, they may contribute to economic uncertainty and to heightened volatility of the Mexican capital markets and in securities issued by Mexican companies.

We can provide no assurance that changes in the policies of Mexico’s federal government will not have an adverse effect on our business, financial conditions and results of operations. Consequently, we can provide no assurance that Mexican political or social developments, over which we have no control, will not adversely affect our financial conditions, results of operations, our ability to make dividend payments to our shareholders or the market price of our securities.

Our business could be adversely affected by other claims by certain Mexican municipalities.

Certain of our Mexican airports are subject to claims by the municipalities in which they operate regarding our failure to obtain certain municipal licenses. Although we do not believe that we are subject to the license requirements at issue, if the municipalities require additional licenses or make changes to the current laws and we are unable to obtain the necessary licenses or if we do not prevail in proceedings challenging these requirements, our failure to obtain these licenses could have a material adverse effect on the operations of certain of our airports and consequently on our financial condition and results of operations.

High incidences of crime in Mexico and violence related to drug trafficking could adversely affect our business.

Travel alerts issued by the U.S. Bureau of Consular Affairs, the most recent as of January 10, 2018, informed of the risks of traveling in Mexico due to (i) threats to safety and security posed by transnational criminal organizations in the country and (ii) increased violence in many towns and cities across Mexico. These travel alerts emphasize the extent of criminal activity in different Mexican states, including states in which our airports are located, such as Michoacán and Colima. However, none of the cities in which our airports are located, including Morelia and Manzanillo, were specifically mentioned in the travel alerts.

In addition, perceptions about crime in Mexico and violence related to drug trafficking may also have an adverse effect on our business as they may decrease the international passenger traffic directed to Mexico or the domestic passenger travel using our airports in affected states.

Higher incidences of crime throughout Mexico and drug trafficking-related violence could have an adverse effect on our business as it may decrease the international passenger traffic directed to Mexico or the domestic passenger travel using our airports in affected states.

The level of environmental regulation in Mexico is increasing and the enforcement of environmental laws has become more common. For instance, a new carbon dioxide (“CO2”) market will commence operating in Mexico during 2018. The market will require that industries that generate above a certain amount of CO2 emissions pay for rights to excess emissions. Commencing in 2019, the legislation requires that companies report their global emissions as verified by the Mexican Emissions Registry (Registro Nacional de Emisiones). In addition, new water quality standards are being discussed, which would require greater water quality for all of our wastewater disposal. There can be no assurance that environmental regulations or their enforcement will not change in a manner that could have a material adverse effect on our business, results of operations, prospects or financial condition. For more information on environmental regulation, see “Item 4, Information on the Company – Regulatory Framework – Mexican Environmental Regulation.”

Minority shareholders may be less able to enforce their rights against us, our directors, or our strategic shareholders in Mexico.

Under Mexican law, the protections afforded to minority shareholders are different from those afforded to minority shareholders in the United States. For example, because provisions concerning fiduciary duties of directors have only recently been incorporated into the new Securities Market Law, it may be difficult for minority shareholders to bring an action against directors for breach of this duty and achieve the same results as in most jurisdictions in the United States. In addition, the procedures for class action lawsuits were incorporated into Mexican law and became effective in March 2012; however, certain rules and procedures could be different than the ones in the United States. Therefore, in some cases it may be more difficult for minority shareholders to enforce their rights against us, our directors, or our strategic shareholders than it would be for minority shareholders of a U.S. company.

We are subject to different corporate disclosure and accounting standards than U.S. companies.

A principal objective of the securities laws of the United States, Mexico and other countries is to promote full and fair disclosure of all material corporate information, including accounting information. However, there may be different or less publicly available information about issuers of securities in Mexico than is regularly made available by public companies in countries with highly developed capital markets, including the United States.

In addition, accounting standards and disclosure requirements in Mexico differ from those of the United States. Our financial statements are prepared in accordance with IFRS, which differs from U.S. GAAP in a number of respects. Items on the financial statements of a company prepared in accordance with IFRS may not reflect its financial position or results of operations in the way they would be reflected, if such financial statements had been prepared in accordance with U.S. GAAP.

Adverse economic conditions in Jamaica may adversely affect our financial condition or results of operations.

Despite 99% of the passenger traffic through the Montego Bay airport consisting of international passengers, the general condition and performance of the Jamaican economy, over which we have no control, may affect our business, financial condition or results of operations. Jamaica is a small, emerging market country, which has struggled with low growth and high public debt. Due to its size, indebtedness, reliance on exports to a small number of principal markets, such as the United States and Canada, and the concentration of its economic activity in its two principal industries of bauxite mining and tourism, the Jamaican economy is highly susceptible to external shocks. Jamaica is also affected by social and security problems, including, among others, trafficking in drugs and high rates of violent crime, underemployment and youth unemployment. After having seen its poverty rate drop almost 20% over two decades, Jamaica saw it increase by 8% in a few years after the onset of the global economic crisis in 2008, according to the World Bank.

During the past three years economic growth rates have been steadily rising, and the World Bank forecasts GDP growth over 1.4% in 2017 and 1.8% in 2018. However, growth remains lower than what is needed for reducing poverty, and the country continues to be confronted by serious social issues that predominantly affect youth, such as high levels of crime and violence and high unemployment. The Statistical Institute of Jamaica estimated the unemployment rate in Jamaica at 11.3% in July 2017, down from 12.9% in July 2016.

If Jamaican inflation or interest rates increase significantly or if the Jamaican economy is otherwise adversely impacted, our business, financial condition or results of operations could be adversely affected.

Political conditions in Jamaica could materially and adversely affect Jamaican economic policy or business conditions and, in turn, our operations in Jamaica.

National elections to determine which party forms the Jamaican government for the next five years were held in February 2016, which resulted in the Jamaica Labour Party (“JLP”) holding a majority of the seats in both houses of Parliament. The previous ruling party, the People’s National Party (“PNP”) advocated for the continued implementation of public policies and private partnerships to encourage infrastructure development in the tourism sector, including the expansion of the Montego Bay airport in partnership with the owner of its concession. Thus far, the change in ruling political parties in Jamaica has not led to significant modifications of the economic and regulatory policies pursued by the previous administration. Any adverse changes in legislation in the future could have a negative impact on our business, financial condition, performance of operations and cash flows.

The Montego Bay airport concession is regulated principally by the AAJ, an agency of the Jamaican government, under the Airports Authority Act of 1974. In April 2003, the AAJ divested operational responsibility for the Montego Bay airport to MBJA under a Concession Agreement pursuant to which MBJA is responsible for the management of the day-to-day operations of the Montego Bay airport in keeping with specific performance criteria and prescribed international standards. The AAJ retains ownership of the non-movable assets of the airport. MBJA pays a concession fee to the Jamaican government and at the end of the contract will transfer the Montego Bay airport’s infrastructure, and any moveable assets acquired during the period of the concession to the AAJ. Regular performance reviews and other contract administration oversight functions are conducted by the AAJ, as specified under the Concession Agreement. There can be no assurance that governmental regulations or their enforcement will not change in a manner that could have a material adverse effect on our business, results of operations, prospects or financial condition. However, there are certain provisions within the Concession Agreement that offer some protection to MBJA in the event of adverse changes in Jamaican law. In certain instances, if there is an adverse change in Jamaican law resulting in an unavoidable net increase in costs or net reduction in revenues to MBJA, MBJA will be entitled (subject to remaining provisions of the Concession Agreement) to monetary compensation from AAJ. See “Item 4, Information on the Company – Regulatory Framework.”

High incidences of crime in Jamaica and violence related to drug trafficking could adversely affect our business.

The U.S. Department of State’s Jamaica 2016 Crime and Safety Report states that organized crime and other criminal elements are prevalent and extremely active in Jamaica, and advises U.S. citizens to avoid travelling into certain areas of Montego Bay. Jamaica is a transit point for South American cocaine en route to the United States, Canada and Europe, and is also the largest Caribbean producer and exporter of marijuana. Higher incidences of crime and drug trafficking-related violence in Jamaica could have an adverse effect on our business as it may decrease the international passenger traffic directed to Jamaica.

Government tax legislation in Jamaica may have an adverse effect on our financial condition and results of operations.

The Jamaican government has in recent years implemented various changes to the tax laws applicable to Jamaican companies. Except certain relief from withholding tax in relation to interest on commercial and shareholder’s loans to non-resident lenders and to dividends to non-resident shareholders, the terms of our concessions agreement do not exempt us from generally applicable Jamaican tax laws. Changes to tax laws and regulations in Jamaica could significantly increase our tax expense, which could have a material adverse impact on our results of operations.

We cannot predict the impact that changes in law, if fully implemented and applied to us, will have on our business, financial condition and results of operations. In addition, we cannot predict the indirect impact that such legislation could have on our customers and shareholders.

We hold concessions to operate, maintain and develop twelve international airports in the Pacific and Central regions of Mexico and one international airport in Jamaica. As operator of the airports under our concessions, we charge airlines, passengers and other users’ fees for the use of the airports’ facilities. We also derive rental and other income from commercial activities conducted at our airports, such as the leasing of space to restaurants and retailers.

Grupo Aeroportuario del Pacífico, S.A.B. de C.V., a corporation (sociedad anónima bursátil de capital variable) organized under the laws of Mexico, was incorporated in 1998 as part of the Mexican government’s initiative to open Mexico’s airports to private investment. The corporation’s period of duration is set at 100 years.

Each of our Mexican concessions has a term of 50 years beginning on November 1, 1998. The term of each of our Mexican concessions may be extended by the SCT under certain circumstances for up to 50 additional years. Our wholly owned Spanish subsidiary, DCA, holds a 74.5% stake in MBJA, the entity that holds the concession to operate, maintain and utilize the Montego Bay International Airport in Jamaica for a period of 30 years beginning on April 12, 2003 but includes no extension provision.

The address of our registered office is as set forth on the cover of this annual report on Form 20-F. Our telephone number is +52 (33) 3880-1100. Our U.S. agent is Puglisi & Associates, 850 Library Avenue, Suite 204, Newark, Delaware 19711.

In February 1998, the Mexican government issued the Investment Guidelines for the Opening of Investment in the Mexican Airport System. Under these guidelines, the SCT identified 35 of Mexico’s 58 principal airports as being suitable for investment. These 35 airports were divided into four airport groups: Grupo Aeroportuario del Pacífico, or the Pacific Airport Group (currently consisting of our twelve Mexican airports); Grupo Aeroportuario del Sureste, or the Southeast Airport Group (currently consisting of nine airports), Grupo Aeroportuario de la Ciudad de México, D.F., or the Mexico City Airport Group (currently consisting of one airport) and Grupo Aeroportuario del Centro-Norte, or the Central-North Airport Group (currently consisting of thirteen airports).

The guidelines generally provided for the airport groups to become open to private investment through a two-stage program. In the first stage, a series of public auctions were conducted to award a minority interest in each airport group to a strategic shareholder. In the second stage, all or a portion of the remaining interest in each airport group was sold through public offerings in the Mexican and international capital markets. Except for the Mexico City Airport Group, all of the other airport groups have completed both stages of the program.

As a result of the opening of Mexico’s airports to private investment, we and our subsidiaries are no longer subject to the Mexican regulations applicable to government wholly-owned companies. We believe that this provides us greater flexibility to develop and implement our business strategy and to respond to potential business opportunities.

In 1999, through a public auction held as part of the first stage of the private investment program, the Mexican government sold a 15% equity interest in us to AMP.

AMP paid the Mexican government a total of Ps.2.45 billion (nominal pesos, excluding interest) (U.S.$261 million based on the exchange rates in effect on the date of AMP’s bid) in exchange for:

Under the technical assistance agreement, AMP provides management and consulting services and transfers industry expertise and technology to us in exchange for a fee. The agreement provides us an exclusive license in Mexico to use all technical assistance and expertise transferred to us by AMP or its shareholders during the term of the agreement. AMP provides us assistance in various areas, including development of our commercial activities, preparation of marketing studies focusing on increasing passenger traffic, assistance with the preparation of the Master Development Programs that we are required to submit to the SCT and the improvement of our airport operations. Our management believes that if we were not to receive the technical assistance provided via our agreement with AMP, this could adversely and significantly affect our results of operations.

Upon expiration, the agreement automatically renews for successive five-year terms unless one party provides notice of termination at least 60 days prior to a scheduled expiration date. Under our bylaws, a decision by us to renew or cancel the technical assistance agreement is subject to the approval of 51% of Series B shareholders other than AMP or any related party of AMP (to the extent that AMP or any such related party holds Series B shares). A party may also terminate the technical assistance agreement prior to its expiration date upon non-compliance with its terms by the other party. The technical assistance agreement with AMP was automatically renewed on August 25, 2014 for five additional years.

The technical assistance fee is equal to the greater of U.S.$4.0 million, adjusted annually for U.S. inflation since August 25, 2000 (measured by the U.S. CPI), or 5% of our annual consolidated income from operations from our Mexican airports (calculated prior to deducting the technical assistance fee, income taxes and depreciation and amortization, in each case determined in accordance with MFRS). We believe that this structure creates an incentive for AMP to increase our annual consolidated earnings. AMP is also entitled to reimbursement for the out-of-pocket expenses it incurs in its provision of services under the agreement. In 2015, 2016 and 2017, the technical assistance fee, based on our Mexican airports’ operating income, amounted to Ps.234.9 million, Ps.301.8 million and Ps.357.4 million, respectively. These amounts represented 4.3%, 4.4% and 4.4% of our annual consolidated income from operations (calculated prior to deducting the technical assistance fee, income taxes and depreciation and amortization), respectively.

The technical assistance agreement allows AMP, its shareholders and their affiliates to render additional services to us only if our Acquisitions Committee determines that these related parties have submitted the most favorable bid in a public bidding process involving at least three unrelated parties. For a description of this committee, see Item 6 herein. Our bylaws, the participation agreement and the technical assistance agreement also contain certain other provisions designed to avoid conflicts of interest between AMP and us.

Pursuant to our bylaws, AMP (as holder of our Series BB shares) has the right to appoint and remove our top-level executive officers (upon consultation with our Nominations and Compensation Committee), to elect four members of our board of directors and their alternates and to designate three of the members of our Operating Committee and 20% of the members of each other board committee (or one member of any committee consisting of fewer than five members). According to Mexican and U.S. independence standards, the members of our Audit Committee must be independent. Pursuant to our bylaws, AMP (as holder of our Series BB shares) also has the right to veto certain actions requiring approval by our shareholders (including the payment of dividends, the amendment of our bylaws and any decision that has the objective of modifying or annulling its right to appoint our top-level executive officers). In addition, shareholders of AMP have allocated among themselves certain veto rights relating to the exercise by AMP of its veto and other rights, which increases the risk of impasse at the AMP shareholders’ meetings and ultimately at our shareholders’ meetings. See “Item 3, Key Information – Risk Factors – Risks Related to Our Strategic Shareholder.”

Our bylaws provide that, subject to certain exceptions, Series BB shares must be converted into Series B shares prior to transfer. Our bylaws and certain of the agreements executed in connection with the privatization process prohibited AMP from transferring any of its Series BB shares before August 25, 2004. Since that date, AMP has been permitted to transfer up to 49% of its Series BB shares without restriction. Since August 25, 2009, AMP has been permitted to sell in any year up to 20% of its remaining 51% interest in our Series BB shares. Also pursuant to our bylaws, if at any time AMP (as the holder of our Series BB shares) were to hold less than 7.65% of our capital stock in the form of Series BB shares, its Series BB shares would be mandatorily converted into Series B shares, which would cause AMP to lose all of its special rights.

As required under the participation agreement entered into in connection with the Mexican government’s sale of our Series BB shares to AMP, AMP has transferred its Series BB shares to a trust, the trustee of which is Banco Nacional de Comercio Exterior, S.N.C. (“Bancomext”). For a description of this trust, see “Item 7, Major Shareholders and Related Party Transactions – Major Shareholders – AMP Trust, Bylaws and Shareholders’ Agreement.”

Pursuant to the terms of the trust, AMP may direct the trustee to vote only shares representing up to 10% of our capital stock. Any shares in excess of 10% are voted by the trustee in accordance with the vote of the majority of Series B shares. The trust does not affect the veto and other special rights granted to the holders of Series BB shares described above.

Global Offering and Establishment of ADR Facility with New York Stock Exchange Listing

In 1999, 85% of our capital stock was transferred from the Mexican government to a trust established in Nacional Financiera, S.N.C., Institución de Banca de Desarrollo (“NAFIN”), a Mexican government-owned development banking institution. In February 2006, we conducted an initial public offering to allow NAFIN to dispose of its 85% interest in us. Through this offering, all of our outstanding Series B shares were sold to the public in Mexico, the U.S. and elsewhere, and NAFIN ceased to be a shareholder. The net proceeds from the sale of shares were remitted entirely to the Mexican government. We received no proceeds from this offering. At the same time, we established an American Depositary Receipt facility with The Bank of New York Mellon (formerly The Bank of New York) and obtained approval to list our ADSs on the New York Stock Exchange. In addition, we registered our Series B shares with the National Securities Registry (Registro Nacional de Valores) and listed our Series B shares on the Mexican Stock Exchange.

Under the terms of our Mexican concessions, each of our Mexican subsidiary concession holders is required to present a Master Development Program for approval by the SCT every five years. Each Master Development Program includes investment commitments for the regulated part of our Mexican airports business (including capital expenditures and improvements) for the succeeding five-year period. Once approved by the SCT, these commitments become binding obligations under the terms of our Mexican concessions.

On December 19, 2014, the SCT approved our Master Development Programs for each of our Mexican airports for the 2015 to 2019 period. This five-year program took effect on January 1, 2015 and will be in effect through December 31, 2019.

The table below sets forth our historical capital expenditures for our Mexican airports. Capital expenditures are calculated on a cash flow basis, meaning that capital expenditures are equal to those investments actually paid for by each airport during a given year and not including investments allocated for by the airport during that year but not paid for during the given year. The investments shown in the table below therefore reflect our expenditures actually paid for by our Mexican airports for the years indicated. In order to be compared with our committed investments for a given year, the investments made in the previous year but paid for in the given year need to be subtracted while the investments allocated but not paid for in the given year need to be added. For 2015, 2016 and 2017, our investments allocated but unpaid totaled Ps.221.2 million, Ps.441.5 million and Ps.409.2 million, respectively. The substantial majority of these investments were made under the terms of our Master Development Programs.

The following table sets forth our historical capital expenditures by type of investment across all of our Mexican airports for the years indicated:

During 2015, 2016 and 2017, 0.2%, 3.9% and 3.1%, respectively, of our capital expenditures were funded by cash flows from operations, while the remaining balance was funded by bank loans and long-term debt securities issued on the Mexican capital markets (Certificados Bursátiles de Largo Plazo). We expect to continue funding the most significant portion of our capital expenditures for our Mexican airports in the future with new debt issuances on the Mexican capital markets; however, our ability to incur debt may be restricted by our existing bank loans. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources.”

Our capital expenditures from 2015, 2016 and 2017 were allocated to the following types of investments at the majority of our Mexican airports:

The following table sets forth our estimated committed investments for each airport for 2015 through 2019 under our Master Development Programs. We are required to comply with the investment obligations under these programs on a year-to-year basis.

The following table sets forth our estimated committed investments for 2015 through 2019 by type of investment:

Differences between estimated committed investments and historical capital expenditures sometimes exist due primarily to: (i) the difference between capital expenditures made but unpaid during the prior year and investments made but unpaid during the current year; (ii) adjustments for inflation; and (iii) investments deferred into the first three months following the corresponding fiscal year, among other factors.

We allocated 82.7% of the total amounts committed under our Master Development Program for the 2015–2019 period in six of our airports: Guadalajara, Tijuana, Los Cabos, Puerto Vallarta, Hermosillo and Guanajuato. We expect to finance our committed investments under our Master Development Programs for the 2015–2019 period through the debt market in Mexico under a long-term debt securities program approved by the Mexican Banking and Securities Commission (Comision Nacional Bancaria y de Valores), or “CNBV,” in February 2015. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources – Indebtedness.”

On April 20, 2015, we completed a transaction with Abertis for the acquisition of 100% of the shares of DCA for a total of U.S.$192.0 million. We financed 100% of the acquisition of DCA via bridge loans with external sources provided by Scotiabank and BBVA Bancomer. On September 24, 2015, we signed two new long-term loan agreements, also with Scotiabank and BBVA Bancomer, for the refinancing of the bridge loans for an amount of U.S. $191.0 million. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources – Indebtedness.”

DCA has a 74.5% stake in MBJA, the entity that holds the concession to operate, maintain and utilize Montego Bay International Airport in Jamaica. Vantage Airport Group Limited (“Vantage”), a Canadian joint venture that operates Vancouver International Airport, owns the remaining 25.5% stake in MBJA. The Montego Bay airport is Jamaica’s main airport, located in the city of Montego Bay, in the center of the tourist corridor between Negril and Ocho Rios, where 90% of the island’s hotel capacity is located. See “Item 3, Key Information – Risk Factors – Risks Related to Jamaica.” Based on our and Vantage’s experience in the airport sector, we believe that this cooperation will strengthen MBJA, benefitting it in terms of both operations and profitability.

DCA also held a 14.77% stake in SCL, the operator of the international terminal in Santiago de Chile until September 30, 2015. Upon expiration of the concession to operate the Santiago de Chile airport, those assets were immediately returned to the Chilean government and the new operator. Pursuant to the concession agreement, there is a one-year period after delivery of the concession assets during which the concessionaire remains responsible for any latent defects in those assets. After this period and a subsequent one-year period, SCL shall be liquidated in accordance with Chilean corporate and tax regulations. During 2016, we received dividend and capital repayments for Ps.58.9 million. According to the Company’s estimates for 2018 and 2019, we expect to recover approximately Ps.11.0 million for both years through dividends and capital repayments from SCL.

On April 3, 2003, MBJA entered into a concession agreement with the AAJ pursuant to which the AAJ granted MBJA the right and obligation to rehabilitate, develop, operate and maintain Montego Bay International Airport for 30 years from April 12, 2003 (the “Concession Agreement”). MBJA, as the approved airport operator, is thereby permitted to undertake the functions of the AAJ with respect to the Montego Bay airport and required to provide the airport services set out therein at the Montego Bay airport. The Concession Agreement is governed by Jamaican law and MBJA cannot assign its rights or obligations under the agreement except with the prior written consent of the AAJ. Under the terms of the Concession Agreement, MBJA also has certain other obligations to make capital investments. See “Item 4, Information on the Company – Regulatory Framework – The Montego Bay Airport Concession.”

MBJA uses the U.S. dollar as its functional currency, and its financial statements are prepared in accordance with IFRS. As a result, consolidation of MBJA’s financial statements with GAP’s financial statements did not require any substantial accounting changes. However, as a result of our acquisition of DCA in April 2015, our selected consolidated financial and operating data for the fiscal year ended December 31, 2015 includes the consolidation of DCA’s financial and operating data from April 1, 2015. Therefore, financial and operating data for the fiscal year ended December 31, 2015 may not be directly comparable with financial and operating data for prior or subsequent fiscal years.

MBJA made capital investments of U.S.$2.4 million in 2016 and US.$6.5 million in 2017 for the rehabilitation of the taxiways and aprons and modernization of equipment at the Montego Bay airport. Estimated committed investments in the current Capital Development Program from April 2015 through December 2019 are U.S.$37.9 million. These investment commitments are expected to be funded by cash flows from operations, however, MBJA has also arranged a U.S.$40.0 million credit facility with the Bank of Nova Scotia and Bank of Nova Scotia Jamaica Limited to finance the majority of these projects. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources – Capital Expenditures – Capital Expenditures in Jamaica.”

At their annual general meeting on June 30, 2015, MBJA’s shareholders approved a dividend payment of U.S.$26.0 million to be distributed pro rata amongst the shareholders. Accordingly, on September 17, 2015, MBJA paid dividends of approximately U.S.$19.4 million to DCA. No dividend payments were made to DCA by MBJA in 2016. At their annual general meeting on March 23, 2017, MBJA’s shareholders approved a dividend payment of U.S.$26.0 million to be distributed pro rata amongst the shareholders. Accordingly on January 22, 2018, MBJA paid dividends of approximately U.S.$19.4 million to DCA.

We hold concessions to operate twelve international airports in Mexico and one international airport in Jamaica.

Our twelve Mexican airports serve two major metropolitan areas (Guadalajara and Tijuana), several tourist destinations (Puerto Vallarta, Los Cabos, La Paz and Manzanillo), and a number of mid-sized cities (Hermosillo, Guanajuato, Morelia, Aguascalientes, Mexicali and Los Mochis). Our Mexican airports are located in nine of the 32 Mexican states, covering a territory of approximately 566,000 square kilometers, with a population of approximately 31.1 million according to the 2015 national census data from INEGI. All of our Mexican airports are designated as international airports under Mexican law, meaning that they are all equipped to receive international flights and maintain customs, refueling and immigration services managed by the Mexican government.

Our Mexican airports handled approximately 27.6 million, 32.6 million and 36.5 million terminal passengers in 2015, 2016 and 2017, respectively, which we believe places us among the largest private airport operators in the Americas. As of December 31, 2017, five of our airports ranked among the top ten busiest airports in Mexico based on commercial aviation passenger traffic, according to data published by the SCT. According to the SCT’s figures, our commercial aviation passenger traffic accounted for approximately 23.9%, 25.5% and 26.3% of all arriving and departing commercial aviation passengers in Mexico in 2015, 2016 and 2017, respectively. In 2017, our Mexican airports recorded total revenues of Ps.10.5 billion, of which Ps.9.3 billion corresponds to the sum of aeronautical and non-aeronautical revenues and Ps.1.2 billion corresponds to the improvements to concession assets.

Our Mexican airports serve several major international routes, including Guadalajara-Los Angeles, which, in 2017, ranked as the fifth busiest international route in Mexico by total number of passengers according to the Mexican Directorate General of Civil Aviation. In addition, our airports serve major resort destinations such as Puerto Vallarta and Los Cabos, which are among the most popular destinations in Mexico visited by tourists from the United States. Our airports also serve major domestic routes, including Guadalajara-Mexico City, which was the country’s third busiest route in 2017, according to the Mexican Directorate General of Civil Aviation. Other top domestic routes in terms of total passenger traffic include Mexico City-Tijuana and Guadalajara-Tijuana, which ranked fourth and fifth, respectively, among the busiest domestic routes in Mexico in 2017, according to the Mexican Directorate General of Civil Aviation.

Mexico and the United States are party to a bilateral aviation agreement that was last amended on December 18, 2015. This amendment, which went into force on August 21, 2016, provides for an increase in airlines servicing existing routes between Mexico and the United States, as well as the addition of new routes and an increase in the frequency of flights on existing routes. The agreement also grants Mexican airlines the ability to further penetrate international markets. We believe that our business has benefited from and will continue to benefit from this amendment as a result of increased service to Mexican airports by U.S. airlines.

Guadalajara and Tijuana are among Mexico’s most important manufacturing, industrial and commercial centers. Both cities have significant maquiladora industries. A maquiladora plant is a manufacturing facility to which mostly raw materials are imported and from which finished products are exported, with the manufacturer paying tariffs only on the value added in Mexico. Maquiladora plants were originally concentrated along the Mexico-U.S. border, but more recently have moved further south in order to access lower labor costs and a larger and more diverse labor pool, and to take greater advantage of certain inputs available from Mexican suppliers. In 2017, our Guadalajara and Tijuana airports were Mexico’s third and fifth busiest airports, respectively, in terms of passenger traffic, according to the SCT. In 2015, 2016 and 2017, our Guadalajara and Tijuana airports together represented approximately 53.1%, 54.3% and 54.6% of our Mexican airports’ terminal passenger traffic and 48.3%, 50.0% and 48.2% of our Mexican airports’ total revenues (in 2015, 2016 and 2017, they represented 48.3%, 49.1% and 48.9% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

Mexico is one of the main tourist destinations in the world. Mexico has historically ranked in the top fifteen countries worldwide in terms of foreign visitors, ranking eighth with approximately 39 million international tourists in 2017, according to the Mexican Ministry of Tourism. The tourism industry is one of the largest generators of foreign exchange in the Mexican economy. Within Mexico, the region bordering the Pacific Ocean (where several of our airports are located) is a principal tourist destination due to its beaches and cultural sites, which are served by numerous hotels and resorts. Four of our airports, the Los Cabos, Puerto Vallarta, La Paz and Manzanillo airports, serve popular Mexican tourist destinations. Of these tourist destinations, Los Cabos and Puerto Vallarta are the most popular, with Los Cabos constituting Mexico’s third most popular international tourist destination and Puerto Vallarta the fourth, in terms of visitors in 2017, according to the Mexican National Institute of Migration (Instituto Nacional de Migración). The Los Cabos and Puerto Vallarta airports attracted approximately 4.9 million and 4.5 million terminal passengers, respectively, in 2017. In 2015, 2016 and 2017, our Los Cabos and Puerto Vallarta airports together represented 26.2%, 25.5% and 25.9% of our Mexican airports’ terminal passengers and 31.3%, 30.1% and 32.5% of our Mexican airports’ total revenues (33.0%, 32.7% and 33.4% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues). In addition, these two airports have general aviation and Fixed Base Operations (“FBO”) terminals, where specialized, full service operations are offered to general aviation aircraft, including refueling, cleaning and catering.

The remaining six Mexican airports in our group serve mid-sized cities—Hermosillo, Leon, Morelia, Aguascalientes, Mexicali and Los Mochis—with diverse economic activities. These cities are industrial centers (Hermosillo, Leon, Aguascalientes and Mexicali) and/or serve as the hubs for important agricultural regions (Leon, Morelia and Los Mochis). In 2015, 2016 and 2017, these six airports serving mid-sized cities accounted for approximately 17.5%, 17.0% and 16.7% of our Mexican airports’ terminal passenger traffic and 17.4%, 17.0% and 16.8% of our Mexican airports’ total revenues (15.9%, 15.3% and 15.1% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues). Of these six airports, Guanajuato has the greatest passenger traffic volume. In 2015, 2016 and 2017, Guanajuato accounted for approximately 5.4%, 5.2% and 5.4% of our Mexican airports’ terminal passenger traffic and 5.3%, 5.3% and 6.0% of our Mexican airports’ total revenues (5.5%, 5.2% and 5.4% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

Montego Bay International Airport is a full-service international passenger airport, with additional FBO and cargo operations driven by agricultural exports from the island, serving as the primary gateway for international air travel to Jamaica, a major international tourist destination and growing tourism market. In 2017, it was the third busiest airport in the Caribbean region, excluding Cuba, in terms of commercial aviation passenger traffic, according to Airports Council International. Located in the town of Montego Bay, which is in the geographical center of the tourist corridor between the coastal resort areas of Negril and Ocho Rios where, according to the Jamaican Tourist Board, 90.3% of the island’s hotel capacity is located, the Montego Bay airport facilitates the transit of more than 70% of the tourists arriving on the island. In 2017, 4.2 million terminal passengers travelled through the Montego Bay airport, an 8.3% increase over the previous year, of which 99.8% were international passengers. Of the total passengers in 2017, 67.8% came from the United States, 17.1% came from Canada, 13.3% came from Europe and 1.8% from other countries.

In the period from April 1, 2015 (when we began to consolidate MBJA’s financial and operating information) to December 31, 2015, the Montego Bay airport served 2.7 million terminal passengers. During that period, MBJA’s total revenues amounted to Ps.995.7 million, of which Ps.731.6 million were from aeronautical revenues and Ps.264.1 million were from non-aeronautical revenues. In 2016, Montego Bay International Airport served 3.9 million terminal passengers. During that period, MBJA’s total revenues amounted to Ps.1.6 billion, of which Ps.1.2 billion were from aeronautical revenues, Ps.438.6 million were from non-aeronautical revenues and Ps.14.3 million correspond to improvements to concession assets. In 2017, Montego Bay International Airport served 4.2 million terminal passengers. During that period, MBJA’s total revenues amounted to Ps.1.9 billion, of which Ps.1.3 billion were from aeronautical revenues, Ps.469.5 million were from non-aeronautical revenues and Ps.66.1 million correspond to improvements to concession assets.

All revenue amounts in this “Business Overview” section include revenues from improvements to concession assets; however, in some cases we include discussion surrounding only aeronautical and non-aeronautical revenues or the sum of both. See the introduction to “Item 3, Key Information – Selected Financial and Other Data,” for a discussion of the reasons for using aeronautical and non-aeronautical revenues for certain comparisons. We specifically state when either aeronautical or non-aeronautical revenues are being used. Because aeronautical and non-aeronautical revenues are derived from our business operations, we believe these figures may in some cases be more useful for readers because those revenues stem from the key drivers of our business: passenger traffic and our maximum rates.

Aeronautical services represent the most significant source of our revenues. In 2015, 2016 and 2017, aeronautical services revenues represented approximately 66.8%, 63.4% and 67.0%, respectively, of our total revenues (in 2015, 2016 and 2017, aeronautical services represented 74.6%, 74.6% and 74.9%, respectively, of the sum of aeronautical and non-aeronautical revenues). Our aeronautical services revenues are principally dependent on the following factors: passenger traffic volume, the number of air traffic movements, the weight of the aircraft, the duration of an aircraft’s stay at the airport and the time of day the aircraft operates at the airport.

In Mexico, all of our revenues from aeronautical services are regulated under the maximum-rate price regulation system applicable to our airports. See “– Regulatory Framework – Mexican Aeronautical Services Regulation.”

In Jamaica, MBJA’s revenues from passenger charges, aircraft landing and parking charges, airport security charges and passenger walkway charges are regulated by the JCAA, revenues from car parking charges are set by the MTM and revenues from leasing of space to airlines, complementary services, cargo handling and ground transportation are unregulated. See “– Regulatory Framework – Jamaican Aeronautical Services Regulation.”

In Mexico, we collect a passenger charge for each departing passenger on an aircraft (other than diplomats, infants and transit and transfer passengers, if the transfer of the passenger occurs within 24 hours of the passenger’s arrival at the airport). We do not collect passenger charges from arriving passengers. Passenger charges are included in the cost of a passenger’s ticket, and we issue invoices for those charges to each airline on a weekly basis and record an account receivable for the invoice corresponding to a flight during the actual month of the flight.

Before the opening of Mexico’s airports to private investment, all airports in Mexico had entered into agreements with national and foreign airlines under which the airlines were obligated to collect all passenger charges on behalf of the airports in exchange for being given a period of time in which to reimburse those passenger charges to the airports. The length of the reimbursement period was tied to the interest rate on short-term Mexican treasury bills (Cetes), in order to allow airlines to accumulate interest that would compensate them for the costs they incurred in collecting those passenger charges.

Under passenger charges collection agreements negotiated with our airline customers, which took effect as of November 1, 2009, airlines requesting payment period extensions are obligated to: (i) reimburse passenger charges collected on behalf of our airports during a period no greater than 60 days after the “operational average date” (no later than the invoice date) for such charges; and (ii) provide cash, bonds, standby letters of credit or other similar instruments as a guarantee for passenger charges in an amount equal to the highest passenger charges received by the airline on an airport-by-airport basis for the previous year during a period of time equal to the requested payment period plus 30 additional days. Each airline with a payment grace period is obligated to maintain the guarantee at an agreed-upon level, and if it does not do so, it must reimburse the passenger charges on the day the applicable flight departs from our airports without any grace period. If the airline pays our airports on time, the airport is obligated to give the airline an allowance of 3% of the value of each invoice billed no later than seven days after the payment date. The airline can then apply this allowance to cover airport services, leases for ticket counters and back-office and passenger charges. During 2015, 2016 and 2017, under the passenger charges collection agreements, we received payments within an average period of 43, 53 and 52 days, respectively.

Passenger charges vary at each of our Mexican airports and depending on whether the destination is national or international. International passenger charges are currently U.S. dollar-denominated, but are invoiced and collected in pesos based on the average exchange rate during the month prior to the flight. Domestic passenger charges are peso-denominated. Because passenger charges for international flights are denominated in U.S. dollars, the value of our revenues from those charges is therefore affected by fluctuations in the value of the U.S. dollar as compared to the peso.

At our Mexican airports in 2015, 2016 and 2017, passenger charges represented approximately 86.7% (domestic passenger charges represented 44.3% and international passenger charges represented 42.4%), 86.2% (domestic passenger charges represented 43.5% and international passenger charges represented 42.8%) and 85.5% (domestic passenger charges represented 43.7% and international passenger charges represented 41.8%), respectively, of our aeronautical services revenues and approximately 57.2% (domestic passenger charges represented 29.2% and international passenger charges represented 28.0%), 53.4% (domestic passenger charges represented 26.9% and international passenger charges represented 26.5%) and 56.8% (domestic passenger charges represented 29.1% and international passenger charges represented 27.8%), respectively, of our total revenues. In 2015, 2016 and 2017, 64.8% (domestic passenger charges represented 33.1% and international passenger charges represented 31.7%), 64.7% (domestic passenger charges represented 32.6% and international passenger charges represented 32.1%) and 64.5% (domestic passenger charges represented 33.0% and international passenger charges represented 31.5%), respectively, of the sum of aeronautical and non-aeronautical revenues.

Between November 2015 and January 2016, we published new rates for passenger charges and other specific tariffs, which did not change materially compared to 2014. In June 2016, we published new passenger charges for all of our Mexican airports and passenger walkway charges for five of our airports (Guanajuato, Guadalajara, Puerto Vallarta, Los Cabos and Tijuana). In March 2017, we published new rates for passenger charges and other specific tariffs for ten airports (Aguascalientes, Hermosillo, Guanajuato, La Paz, Manzanillo, Mexicali, Los Mochis, Morelia, Puerto Vallarta and Los Cabos) and passenger walkway charges for Hermosillo. In May 2017, we published new rates for passenger charges and other specific tariffs for our Guadalajara and Tijuana airports. These new rates for passenger charges and other specific tariffs did not change materially compared to 2016, because charges are capped by the Maximum Tariff corresponding to each airport in its Master Development Program for the period.

MBJA collects a passenger charge for each departing passenger on an aircraft (other than infants and transit and transfer passengers). MBJA does not collect passenger charges from arriving passengers. Passenger charges are included in the cost of a passenger’s ticket, and MBJA issues invoices for those charges to each airline on a weekly basis and records an account receivable for the invoice corresponding to a flight during the actual month of the flight. Passenger charges are invoiced in U.S. dollars for all airlines.

In the period from April 1 to December 31, 2015, passenger charges represented 57.0% of MBJA’s aeronautical revenues and 41.9% of MBJA’s total revenues. In 2016, passenger charges represented 60.0% of MBJA’s aeronautical revenues and 43.2% of MBJA’s total revenues. In 2017, passenger charges represented 60.2% of MBJA’s aeronautical revenues and 41.9% of MBJA’s total revenues.

In Mexico, we collect landing charges from carriers for their use of our runways, illumination systems on the runways and other visual landing assistance services. Our landing charges are different for each of our airports and are based on each landing aircraft’s weight (determined as an average of the aircraft’s weight without fuel and maximum takeoff weight), the time of the landing, the origin of the flight and the nationality of the airline or client.

In 2015, 2016 and 2017, aircraft landing charges represented approximately 4.6%, 6.8% and 7.9%, respectively, of our Mexican airports’ aeronautical revenues and 3.0%, 4.2% and 5.3%, respectively, of our Mexican airports’ total revenues (in 2015, 2016 and 2017, aircraft landing charges represented 3.4%, 5.1% and 6.0%, respectively, of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

In Jamaica, MBJA collects landing charges from aircraft operators for landing at the airport. These landing charges are included in the list of charges regulated by the JCAA. Landing charges are paid by each aircraft operator based on each landing aircraft’s maximum takeoff weight and the origin, destination and purpose of the flight.

In the period from April 1 to December 31, 2015, aircraft landing charges represented 9.7% of MBJA’s aeronautical revenues and 7.1% of MBJA’s total revenues. In 2016, aircraft landing charges represented 10.1% of MBJA’s aeronautical revenues and 7.2% of MBJA’s total revenues. In 2017, aircraft landing charges represented 9.8% of MBJA’s aeronautical revenues and 6.8% of MBJA’s total revenues.

In Mexico, we collect various charges from carriers for the use of our facilities by their aircraft and passengers after landing. We collect aircraft parking charges for aircraft that are loading and unloading passengers or cargo as well as for long-term aircraft parking that does not involve the loading or unloading of passengers or cargo. Aircraft parking charges that involve loading and unloading passengers or cargo vary based on the time of day or night that the relevant service is provided (with higher fees generally charged during peak usage periods and at night), the aircraft’s maximum takeoff weight, the origin and destination of the flight and the nationality of the airline or client, while charges for long-term parking vary based on the time of day or night the aircraft is parked at our facilities, the length of time the aircraft is parked at our facilities and the nationality of the airline or client. We collect aircraft parking charges the entire time an aircraft is on our aprons.

During 2015, 2016 and 2017, these charges represented 3.6%, 1.9% and 1.9%, respectively, of our Mexican airports’ aeronautical revenues and 2.4%, 1.2% and 1.3%, respectively, of our Mexican airports’ total revenues (in 2015, 2016 and 2017, aircraft parking charges represented 2.7%, 1.4% and 1.4%, respectively, of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

In Jamaica, MBJA collects parking charges from aircraft operators in respect of any aircraft remaining on the ground at the airport for a period of five hours or more. Parking charges are calculated on the basis of 24-hour intervals so that any ground stops amounting to five hours or more for the first 24-hour interval may be rounded up to one day. Parking charges are based on aircraft maximum takeoff weights and whether the aircraft is used for commercial, visiting non-commercial or domestic activity.

In the period from April 1 to December 31, 2015, aircraft parking charges represented 0.1% of MBJA’s aeronautical revenues and 0.1% of MBJA’s total revenues. In 2016, aircraft parking charges represented 0.1% of MBJA’s aeronautical revenues and 0.1% of MBJA’s total revenues. In 2017, aircraft parking charges represented 0.1% of MBJA’s aeronautical revenues and 0.1% of MBJA’s total revenues.

In Mexico, we also assess an airport security charge, which is collected from each airline, based on the number of its departing terminal passengers (other than diplomats, infants and transit passengers), for use of our x-ray equipment, metal detectors and other security equipment and personnel. These charges are based on the time of day the services are used, the number of departing passengers and the destination of the flight. We provide airport security services at our airports directly.

The DGAC and the Ministry of Public Security (Secretaría de Seguridad Pública) issue guidelines for airport security in Mexico. In response to the September 11, 2001 terrorist attacks in the United States, we took additional steps to increase security at our airports. At the request of the U.S. Federal Aviation Authority, the Mexican civil aviation authority issued directives in October 2001 establishing new rules and procedures to be adopted at our airports. Under these directives, these rules and procedures were implemented immediately and for an indefinite period of time.

Additional regulations were issued by the DGAC in 2011 established rules and procedures for the inspection of carry-on baggage. See “– Non-Aeronautical Services – Recovery of Costs from Checked Baggage Screening at our Mexican Airports” in this section. To fulfill these requirements, we improved our security by providing new training and operating procedures, adding new equipment and security personnel, most of them from third-party providers, in addition to increasing our coordination with other airports and airlines. However, as security is a primary concern in our industry, the possibility of new threats may require frequent updates to the security measures at our airports.

In 2015, 2016 and 2017, these charges represented approximately 1.3%, 1.2% and 1.1%, respectively, of our Mexican airports’ aeronautical services revenues and approximately 0.8%, 0.7% and 0.8%, respectively, of our Mexican airports’ total revenues. In 2015, 2016 and 2017 security charges represented 0.9%, 0.9% and 0.9% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues.

In Jamaica, MBJA collects a security charge from each airline based on the number of its departing terminal passengers (other than infants and transit and transfer passengers) for use of the Montego Bay airport’s x-ray equipment, metal detectors, security personnel services and other related security equipment. These security charges are included in the list of charges regulated by the JCAA. Security charges are billed at a flat rate for all categories of passengers.

In the period from April 1 to December 31, 2015, airport security charges represented 7.4% of MBJA’s aeronautical revenues and 5.5% of MBJA’s total revenues. In 2016, airport security charges represented 7.8% of MBJA’s aeronautical revenues and 5.7% of MBJA’s total revenues. In 2017, airport security charges represented 7.8% of MBJA’s aeronautical revenues and 5.5% of MBJA’s total revenues.

In Mexico, airlines are also assessed charges for the connection of their aircraft to terminals through a passenger walkway and for the transportation of passengers between terminals and aircraft via airport buses and other vehicles. Charges for use of passenger walkways are based on each unit or service rendered, which are limited to a period of 30 minutes each, but charges for the transportation of customers between terminals and aircraft via airport buses and other vehicles are determined based on the number of trips taken between the terminal and the aircraft.

Passenger walkways are only available at our Guadalajara, Tijuana, Los Cabos, Puerto Vallarta, Guanajuato and Hermosillo airports. Beginning in November 2012, we transferred the operation of our passenger walkways and our airport buses, which had previously been provided by us, to an independent third party, which also maintains relationships with the airlines for their use of this equipment. Therefore, as of November 2012, we receive only recovery of cost revenues associated with the energy usage of the walkways and a per-unit fee for the use of the walkways and airport buses.

During 2015, passenger walkway and airport bus revenues equaled Ps.2.7 million, or 0.04% of our Mexican airports’ total revenues (0.04% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues). During 2016, passenger walkway and airport bus revenues equaled Ps.3.7 million, or 0.04% of our Mexican airports’ total revenues (0.05% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues). During 2017, passenger walkway and airport bus revenues equaled Ps.4.1 million, or 0.04% of our Mexican airports’ total revenues (0.04% of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

In Jamaica, airlines are also assessed charges for the connection of their aircraft to terminals through a passenger walkway or loading bridge, which are included in the list of charges regulated by the JCAA. Each airline is billed at a flat rate per aircraft connection for the first two hours and at an hourly rate thereafter.

In the period from April 1 to December 31, 2015, passenger walkway charges represented 2.5% of MBJA’s aeronautical revenues and 1.8% of MBJA’s total revenues. In 2016, passenger walkway charges represented 2.7% of MBJA’s aeronautical revenues and 1.9% of MBJA’s total revenues. In 2017, passenger walkway charges represented 2.7% of MBJA’s aeronautical revenues and 1.9% of MBJA’s total revenues.

In addition, we receive regulated revenues from leasing space in our Mexican airports to airlines as needed for their operations, such as the leasing of ticket counters, monitors and back offices.

In 2015, 2016 and 2017, leasing of space to airlines represented approximately 2.1%, 2.1% and 1.9%, respectively, of our Mexican airports’ aeronautical revenues services, and approximately 1.4%, 1.3% and 1.3%, respectively, of our Mexican airports’ total revenues (in 2015, 2016 and 2017, revenues from leasing of space to airlines represented 1.5%, 1.6% and 1.4%, respectively, of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

MBJA receives revenues from leasing land and space, such as back offices and ticket offices, storage, vehicle and aircraft maintenance areas and ground handling equipment space. Land and space leasing is not considered a regulated activity by the JCAA.

At each of our Mexican airports, we earn revenues from charging access and other fees to third-party providers of baggage handling services, catering services, aircraft maintenance and repair services and fuel services. These fees are included in the revenues that are regulated under our maximum-rate price regulation system and are determined for each third-party service provider based on a percentage of its total revenues.

Under the Mexican Airport Law, we are required to provide complementary services at each of our airports if there are no third parties providing such services. For example, Menzies Aviation, S.A. de C.V., Administradora Especializada en Negocios, S.A. de C.V. (a subsidiary of Aeroméxico Group), Agn Aviation Services and Aveespress, S.A. de C.V. currently provide the majority of the baggage handling services at our Mexican airports. If the third parties currently providing these services ceased to do so, we would be required to provide these services or find other third parties to provide such services.

The Mexican Airport and Auxiliary Services Agency (Aeropuertos y Servicios Auxiliares), or “ASA,” a corporation owned by the federal government, maintains an exclusive contract to sell fuel at all of our Mexican airports, and we charge the agency a nominal access fee. ASA, in turn, is required to purchase all of its fuel from Petróleos Mexicanos (“Pemex”), a decentralized public entity of the Mexican federal government. In the event that the Mexican government privatizes fuel supply activities in the future, the terms of our Mexican concessions provide that it will do so through a competitive bidding process.

We currently maintain contracts with 44 companies that provide the majority of these complementary services at our twelve Mexican airports. In 2015, 2016 and 2017, revenues from complementary service fees represented approximately 1.7%, 1.8% and 1.6%, respectively, of our Mexican airports’ aeronautical revenues services, and approximately 1.1%, 1.0% and 1.1%, respectively of our Mexican airports’ total revenues (in 2015, 2016 and 2017, revenues from complementary service fees represented 1.3%, 1.3% and 1.2%, respectively, of the sum of our Mexican airports’ aeronautical and non-aeronautical revenues).

In Jamaica, MBJA earns revenues from charging access and other fees to third-party providers of refueling, inflight catering, ground handling and FBO services. Refueling services are provided by a consortium of three companies: Total, GB Energy and Jamaica Aircraft Refueling Services. This consortium leases land from MBJA on which they constructed an aviation fuel storage facility and each operator pays MBJA a fuel concession fee based on the number of gallons of fuel sold through the airport’s fueling system. Inflight catering is provided by Goddard Catering through an exclusive contract inherited from the AAJ. The three ground handling services companies operating at the Montego Bay airport, AJAS, Jamaica Dispatch and Eulen America, pay a fee per aircraft and cargo handled as well as for each ramp vehicle permit. IAM JetCentre is the licensed operator for provision of FBO services at the Montego Bay airport. MBJA is not required by law to provide complementary services, even if a third party is not providing such services at the Montego Bay airport.

In the period from April 1 to December 31, 2015, revenues from complementary service fees represented 23.3% of MBJA’s aeronautical revenues and 17.1% of MBJA’s total revenues. In 2016, revenues from complementary service fees represented 19.4% of MBJA’s aeronautical revenues and 14.1% of MBJA’s total revenues. In 2017, revenues from complementary service fees represented 19.4% of MBJA’s aeronautical revenues and 13.5% of MBJA’s total revenues.

Cargo-related revenues include revenues from the leasing of space in our airports to handling agents and shippers, landing fees for each arriving aircraft carrying cargo and a portion of the revenues derived from other complementary services for each workload unit of cargo. Cargo-related revenues are largely regulated and therefore subject to maximum rates applicable to regulated revenues sources. Increases in our cargo volume are beneficial to us for purposes of maximum rate calculations, as cargo increases the number of our workload units.

Revenues from cargo handling in our airports historically have represented a negligible portion of our total revenues, but we believe that Mexico has significant potential for growth in the volume of cargo transported by air. A substantial portion of cargo originating in the United States and destined for Latin America is currently handled in the Miami and Los Angeles international airports, and we believe that a portion of this cargo could instead be routed more efficiently through our Guadalajara airport or our Tijuana airport.

In 2015, 2016 and 2017, our Mexican airports handled approximately 178.4 thousand, 193.2 thousand and 202.9 thousand metric tons of cargo, respectively. Guadalajara International Airport represents the most significant portion of our cargo volume, accounting for approximately 76.4%, 78.2% and 78.5% of the cargo handled by our Mexican airports in 2015, 2016 and 2017, respectively.

The majority of cargo to the Montego Bay airport is belly cargo, or cargo carried on passenger aircraft; there are only two dedicated cargo carriers at the Montego Bay airport, both of which use small aircraft. There are no significant revenues from cargo handling at the Montego Bay airport.

In the period from April 1 to December 31, 2015, the Montego Bay airport handled approximately 4.8 thousand metric tons of cargo. In 2016, the Montego Bay airport handled approximately 6.9 thousand metric tons of cargo. In 2017, the Montego Bay airport handled approximately 7.3 thousand metric tons of cargo.

In Mexico, we receive revenues from ground transportation vehicles and taxi companies who pay an access fee to operate on our airports’ premises. Our revenues from providers of ground transportation services deemed “permanent” under applicable Mexican law, such as access fees charged to taxis and buses, are subject to price regulation. Taxi rates to passengers are also subject to regulation.

Non-aeronautical services historically have generated a significantly smaller portion of our revenues as compared to aeronautical services. The contribution to the sum of our aeronautical and non-aeronautical revenues from non-aeronautical services was 25.3% in 2015, 25.4% in 2016 and 25.1% in 2017. We estimate that this contribution will increase as we continue to focus on growing these revenues. Our revenues from non-aeronautical services are principally derived from commercial activities.

Our strategy to increase our commercial revenue is driven by an in-depth analysis and understanding of our market. This strategy includes leveraging brand and consumer behavior studies, careful selection of the best business operators in every segment based on innovative concepts and brand recognition, layout redesigns and modernizations of terminal spaces and research into potential new projects, all of which lead to increased sales per passenger.

In addition, we continue to expand the number of businesses operated directly by us, including conversion from static to digital signage for advertising, opening more VIP lounges and in the medium term, the development of a project for a hotel at our Guadalajara airport, which will be owned by us but operated by an international brand, among others. None of our revenues from non-aeronautical services are regulated under the Mexican price regulation system. In Jamaica, all of MBJA’s revenues from non-aeronautical services are unregulated except for revenues from car parking facilities.

Leading privatized airports generally generate an important portion of their revenues from commercial activities. An airport’s revenues from commercial activities are largely dependent on passenger traffic, its passengers’ level of spending, terminal design, the mix of commercial tenants and the basis of fees charged to businesses operating in the airport. Revenues from commercial activities also depend substantially on the percentage of traffic represented by international passengers, who tend to spend greater amounts at our airports, particularly on duty-free items.

We currently have the following types of commercial activities in each of our airports:

Domestic passengers represented approximately 65.4%, 56.4% and 56.4% of our Mexican terminal passenger traffic in 2015, 2016 and 2017, respectively (CBX users at Tijuana airport were considered international passengers in 2016 and 2017). In addition, we estimate that a significant minority of our international passengers in Mexico are lower-income Mexicans traveling to or from the United States. Based on surveys and studies conducted during 2012 and 2013 at our Guadalajara airport to better understand the consumption habits of our passengers, we believe that the spending habits of these Mexican international passengers are more similar to the spending habits of our domestic passengers, who generally purchase fewer products than other international passengers do. However, in order to increase the consumer spending of this demographic, we have been increasing the brand recognition of commercial spaces and the products they offer, which, based on the surveys and studies we have conducted, we believe is likely to contribute to increased consumption among our domestic passengers and our Mexican international passengers. Partly as a result of the implementation of these strategies, consumer spending per passenger in our Mexican airports increased by 3.7% during 2017 as compared to 2016 and 5.3% during 2016 as compared to 2015.

In 2005, the Mexican government issued a policy letter (carta de política) calling for all checked baggage on all commercial flights to undergo a new comprehensive screening process. The new screening process required the installation of dedicated screening equipment and the manual inspection of baggage if such equipment signals the potential presence of prohibited items.

The operation of this screening equipment is the responsibility of our airline customers under the Mexican Airport Law. Because the Mexican Airport Law expressly provides that airlines bear the responsibility for checked baggage screening, if an airline wants us to operate the baggage screening system for them, they must enter into a contract with us that allows us to recover the cost of operating the equipment. However, because of uncertainty over the policy letter’s implementation, the new screening process had been initially delayed. Although, as stated, the Mexican Airport Law expressly provides that airlines bear the responsibility for baggage screening, the fact that the policy letter is silent as to responsibility caused some of our airline customers to contend that the policy letter’s intent is for airport concessionaires, such as us, to bear responsibility for the new screening process. In addition, certain questions have been raised regarding the constitutionality of the new screening process. Since the issuance of the policy letter, the Mexican Directorate General of Civil Aviation has been expected to issue implementing regulations. On November 23, 2012, the Mexican civil aviation authority published a recommendation (circular obligatoria) on the SCT website that, instead of modifying the legal responsibilities set forth in the Mexican Airport Law, attempted to facilitate contracts between parties through certain non-binding recommendations regarding issues of responsibility that had been raised by the policy letter. These non-binding recommendations have no legal effect unless incorporated into a valid contract.

We have operated checked baggage screening equipment in our ten busiest Mexican airports since 2011. During the first quarter of 2016, we integrated the Aguascalientes airport into the baggage screening system, which increased the percentage of baggage inspected with automated systems from 96.6% to 98.9%. In the case of our Los Mochis airport, an explosive trace detector system is used. As of December 31, 2017, we have signed agreements to operate the baggage screening equipment with every airline customer, and 98.9% of the passengers travelling through our Mexican airports were using the baggage screening system.

As of December 31, 2017, we had agreements to operate baggage screening systems with all airlines operating at our Mexican airports. Under these agreements, we negotiated certain recovery tariffs per year and these airlines agreed to hold harmless and indemnify us against certain types of liability that might arise in connection with the operation of the baggage screening system, in accordance with the provisions of the Mexican Airport Law. The operating cost related with this equipment, has been totally recovered.

We incur ongoing expenses to maintain and operate this equipment. Currently, the operational costs of the screening system has been limited to the level necessary to provide the required services to airlines, and we expect to continue recovering those costs. We also expect to incur ongoing expenses to maintain any equipment purchased, and we could be required to undertake significant additional capital expenditures for items such as a new screening technology or additional equipment if screening guidelines are expanded further and require that additional steps be taken to comply with the requirements. For instance, replacement of current baggage screening equipment with new Computer Tomography X-ray (CTX) baggage screening equipment is scheduled for 2022, although regulatory changes could force our Mexican airports to undertake this replacement sooner. We have already implemented this new technology in our Tijuana and Los Cabos airports in advance of the mandatory equipment replacement date.

We believe that leading privatized airports typically generate a greater portion of their revenues from commercial activities than we currently do. We typically generate approximately 20% to 30% of total revenues from commercial activities. In 2017, revenues from non-aeronautical services in our airports accounted for 22.4% of our total revenues. As this is a primary component of our business strategy, we have focused on increasing our revenues from commercial activities in our airports by:

We recognize revenues and the associated costs of improvements to concession assets that we are obligated to perform as established by the Master Development Programs at our Mexican airports and the Capital Development Program at the Montego Bay airport. Revenues represent the value of the exchange between ourselves and the respective governments with respect to the improvements, given that we construct or provide improvements to the airports as obligated under the Master Development Programs and the Capital Development Program, and in exchange, the governments grant us the right to obtain benefits for services provided using those assets, which are recognized as intangible assets. We have determined that our obligations per the Master Development Programs and the Capital Development Program should be considered to be a revenue-earning activity as all expenditures incurred to fulfill the Master Development Programs and the Capital Development Program are included in the maximum tariffs and regulated charges that we charge our customers. Therefore, we recognize the revenue and expense in profit or loss when the expenditures are performed. The cost for such additions and improvements to concession assets is based on actual costs incurred by us in the execution of the additions or improvements, considering the investment requirements in the Master Development Programs and the Capital Development Program. Through bidding processes, we contract third parties to carry out such construction. The amount of revenues for these services is equal to the amount of costs incurred, as we do not obtain any profit margin for these construction services. The amounts paid are set at market value. As a result, revenues from improvements to concession assets do not have a cash impact on our results. Furthermore, they are not directly related to our passenger traffic, which is the main driver of our revenues. See “Item 5, Operating and Financial Review and Prospects – Critical Accounting Policies.”

We focus our marketing activities, with respect to aeronautical services, on participation in business conferences organized by public organizations, such as the International Air Transport Association, and private organizations, such as the annual “Routes Americas” and “World Routes” conferences organized by United Business Media. These conferences provide a forum for the exchange of information relating to airlines’ decisions about changes in routes and flights. Additionally, we go through several one-on-one meetings with domestic and international airlines to further discuss specific route opportunities as well as route performance. During 2017, a total of 66 new routes were opened to and from our airports, many of which originated from air service development work during the past decade. The work performed by our commercial department is complemented by several different airline marketing consultants, who provide us with market intelligence and databases in order to better execute our network expansion strategy.

In 2017, our Mexican airports served a total of approximately 36.5 million terminal passengers. In 2017, our two principal airports that serve important metropolitan areas, Guadalajara International Airport and Tijuana International Airport, together represented approximately 54.6% of our Mexican airports’ total terminal passenger traffic. Puerto Vallarta International Airport and Los Cabos International Airport, our main Mexican airports serving popular tourist destinations, together accounted for approximately 25.9% of our Mexican airports’ total terminal passenger traffic in 2017. Guanajuato International Airport, which is our largest airport serving a mid-sized city, accounted for approximately 5.4% of our Mexican airports’ total terminal passenger traffic in 2017.

All of our Mexican airports are designated as international airports under applicable Mexican law, meaning that they are equipped to receive international flights and maintain customs and immigration facilities operated by the Mexican government.

The following table shows the sum of aeronautical and non-aeronautical revenues for each of the Mexican airports for the years indicated:

The following tables set forth the passenger traffic volume for each of our Mexican airports for the years indicated:

	Year Ended December 31,
	2015						2016						2017
	Terminal (1)		Transit (2)		Total		Terminal (1)		Transit (2)		Total		Terminal (1)		Transit (2)		Total
Total Passengers:
Guadalajara		9,790,835		23,675		9,814,510		11,395,765		26,347		11,422,112		12,808,007		36,644		12,844,651
Tijuana		4,870,506		60,190		4,930,696		6,332,451		44,709		6,377,160		7,103,249		34,369		7,137,618
Los Cabos		3,652,921		1,716		3,654,637		4,247,971		2,463		4,250,434		4,909,746		1,984		4,911,730
Puerto Vallarta		3,593,496		5,697		3,599,193		4,063,306		7,387		4,070,693		4,522,571		9,156		4,531,727
Guanajuato		1,492,087		17,249		1,509,336		1,711,408		13,761		1,725,169		1,955,608		13,389		1,968,997
Hermosillo		1,349,297		28,619		1,377,916		1,561,455		23,771		1,585,226		1,627,848		18,063		1,645,911
La Paz		682,382		1,643		684,025		846,557		256		846,813		848,493		2,037		850,530
Mexicali		595,627		3,915		599,542		716,222		4,104		720,326		804,031		4,814		808,845
Aguascalientes		633,068		904		633,972		693,735		210		693,945		754,141		525		754,666
Morelia		478,481		4,725		483,206		535,935		3,094		539,029		618,829		5,447		624,276
Los Mochis		290,861		4,029		294,890		347,378		15,969		363,347		348,527		11,315		359,842
Manzanillo		194,414		423		194,837		195,178		1,085		196,263		181,987		392		182,379
Total		27,623,975		152,785		27,776,760		32,647,361		143,156		32,790,517		36,483,037		138,135		36,621,172

	Year Ended December 31,
	2015						2016						2017
	Domestic		International		Total		Domestic		International		Total		Domestic		International		Total
Departing Terminal Passengers:
Guadalajara		3,232,254		1,683,901		4,916,155		3,830,548		1,892,728		5,723,276		4,489,034		1,954,286		6,443,320
Tijuana		2,358,140		33,409		2,391,549		2,470,211		649,696		3,119,907		2,598,969		893,307		3,492,276
Los Cabos		497,565		1,329,587		1,827,152		617,954		1,505,839		2,123,793		718,621		1,740,176		2,458,797
Puerto Vallarta		544,671		1,256,795		1,801,466		635,149		1,401,186		2,036,335		697,819		1,569,840		2,267,659
Guanajuato		447,568		296,561		744,129		537,292		316,238		853,530		630,568		346,079		976,647
Hermosillo		625,539		44,665		670,204		726,745		48,695		775,440		767,462		43,065		810,527
La Paz		338,041		8,106		346,147		418,041		9,338		427,379		421,030		9,090		430,120
Mexicali		286,169		3,641		289,810		342,803		4,323		347,126		387,279		4,592		391,871
Aguascalientes		225,229		92,987		318,216		254,253		93,648		347,901		277,618		101,363		378,981
Morelia		107,961		130,080		238,041		128,529		139,286		267,815		155,905		150,859		306,764
Los Mochis		141,941		4,394		146,335		170,612		5,177		175,789		169,945		5,827		175,772
Manzanillo		47,344		50,295		97,639		52,926		44,807		97,733		46,498		44,869		91,367
Total		8,852,422		4,934,421		13,786,843		10,185,063		6,110,961		16,296,024		11,360,748		6,863,353		18,224,101

	Year Ended December 31,
	2015						2016						2017
	Domestic		International		Total		Domestic		International		Total		Domestic		International		Total
Arriving Terminal Passengers:
Guadalajara		3,304,312		1,570,368		4,874,680		3,892,289		1,780,200		5,672,489		4,556,570		1,808,117		6,364,687
Tijuana		2,464,872		14,085		2,478,957		2,442,375		770,169		3,212,544		2,536,919		1,074,054		3,610,973
Los Cabos		522,782		1,302,987		1,825,769		655,534		1,468,644		2,124,178		752,950		1,697,999		2,450,949
Puerto Vallarta		579,481		1,212,549		1,792,030		668,662		1,358,309		2,026,971		731,577		1,523,335		2,254,912
Guanajuato		488,873		259,085		747,958		574,820		283,058		857,878		677,188		301,773		978,961
Hermosillo		652,659		26,434		679,093		754,543		31,472		786,015		795,465		21,856		817,321
La Paz		334,517		1,718		336,235		417,593		1,585		419,178		416,604		1,769		418,373
Mexicali		304,994		823		305,817		367,920		1,176		369,096		411,239		921		412,160
Aguascalientes		246,572		68,280		314,852		277,427		68,407		345,834		299,942		75,218		375,160
Morelia		121,191		119,249		240,440		139,461		128,659		268,120		166,801		145,264		312,065
Los Mochis		143,931		595		144,526		171,097		492		171,589		172,222		533		172,755
Manzanillo		54,634		42,141		96,775		61,235		36,210		97,445		54,599		36,021		90,620
Total		9,218,818		4,618,314		13,837,132		10,422,956		5,928,381		16,351,337		11,572,076		6,686,860		18,258,936

The following table shows the passengers who used the CBX facilities to travel from the United States to Mexico and vice versa, who are reported as international passengers in the Tijuana airport.

The following table sets forth the air traffic movement capacity of each of our Mexican airports as of December 31, 2017:

The following table sets forth the air traffic movements for each of our Mexican airports for the years indicated:

The following table sets forth the average number of passengers per air traffic movement for each of our Mexican airports for the years indicated:

The following table sets forth the air traffic movements in our Mexican airports for the years indicated in terms of commercial, charter and general aviation:

Guadalajara International Airport is our most important Mexican airport in terms of passenger traffic, air traffic movements and contribution to the sum of aeronautical and non-aeronautical revenues.

In 2017, Guadalajara International Airport was the third busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 12.8 million terminal passengers, accounting for approximately 35.1% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 70.6% of the terminal passengers served were domestic passengers and 29.4% were international passengers. Of the airport’s international passengers, we estimate that a significant portion is Mexicans living in the United States visiting Guadalajara. This airport also serves many business travelers traveling to and from Guadalajara. Because the airport’s passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

Guadalajara International Airport is located approximately 20 kilometers from the city of Guadalajara, which has a population (including its suburbs) of approximately 5 million inhabitants. Guadalajara is Mexico’s second largest city in terms of population and is the capital of the state of Jalisco, the country’s fourth largest state in terms of population. As a major hub for the Mexican national highway system, the city of Guadalajara is an important center for both ground and air transportation. Other major cities in the state of Jalisco include Puerto Vallarta and Lagos de Moreno. Jalisco is an important agricultural producer, making Guadalajara an important center for agricultural commerce. The state is an important contributor to Mexico’s maquiladora industry, most notably in the electronic, computer equipment and clothing industries. The maquiladora industry in Jalisco grew significantly in the 1990’s as maquiladoras moved away from the U.S.-Mexico border seeking lower labor costs and a more diverse labor pool.

A total of fifteen airlines operate at the airport, of which the principal airlines are Volaris, Aeromexico Group and VivaAerobus. The main non-Mexican airlines operating at the airport are United, Alaska, American and Delta. Airlines operating at the airport reach 58 destinations. Of these destinations, Mexico City, Tijuana and Los Angeles are the most popular.

Guadalajara International Airport operates 24 hours daily. The airport has two operating runways, one with a length of 4,000 meters and a full parallel taxiway and the other with a length of 1,800 meters, with a threshold displacement of 300 meters at the runway, which permits a landing distance of 1,500 meters. The runway capacity at this airport is 39 air traffic movements per hour. The airport also has an Instrument Landing System (“ILS”) that assists pilots in poor weather. The airport’s facilities include a main commercial terminal with a large parking facility and a general aviation building. The airport’s main commercial terminal has a total area of approximately 70,000 square meters, as well as parking facilities consisting of an additional 68,000 square meters. The general aviation building has an additional 975 square meters. The commercial terminal has 37 gates and 36 remote boarding positions. Of the international gates, four have air bridges, and of the domestic gates, eight have air bridges.

In 2017, approximately 159.2 thousands metric tons of cargo were transported through the airport.

We have continued to take significant steps to modernize and expand Guadalajara International Airport in order to improve its operations and image. These steps have included the improvement of the airport’s taxiways and platforms and expansion of the main commercial terminal, including the installation and/or modernization of air bridges, the baggage claim area, checked baggage screening equipment, ticket counters, restrooms, hallways and gate areas. In 2017, we completed an expansion of 8,800 square meters in the main commercial building, increasing the terminal surface by 16%, we added a new security checkpoint, including the installation of five additional security lines with X-ray equipment and more waiting areas, thereby increasing the capacity to process 50% more passengers. We renovated the baggage claim carousels to increase flow space by 20% and we completed an expansion of the baggage handling system by increasing the domestic conveyor’s length by 50%. We also completed the installation of two new boarding bridges.

During 2018, we will continue the expansion of the main terminal by adding an additional 3,200 square meters and will renovate an additional 3,000 square meters.

During the last quarter of 2017, we requested bids for four food and beverage service areas and 20 retail spaces at the airport. These bids sought to attract experienced concessionaries and well-known brands in order to improve the image of the airport and to accommodate the expansion of the domestic terminal. The opening of the approximately 3,190 square meter area is scheduled for 2018.

We will also redesign approximately 1,175 square meters of the air side of our airport with a “sense of place” concept in order to improve the costumer experience of our passengers through better retail options.

We directly operate two VIP lounges in the Guadalajara airport: one in the international departures area and another in the domestic departures area. In 2017, approximately 21.0% of the sum of our aeronautical and non-aeronautical revenues generated at Guadalajara International Airport was derived from non-aeronautical revenues.

A portion of the land on which Guadalajara International Airport is located was expropriated by the Mexican federal government in 1975 pursuant to its power of eminent domain and is subject to certain legal proceedings by its former landholders. For a description of these legal proceedings and their potential impact on our operations, see “Item 8, Financial Information – Legal Proceedings – Ejido participants at Tijuana, Guadalajara and Puerto Vallarta airports.”

Tijuana International Airport is our second most important Mexican airport in terms of passenger traffic and air traffic movements, and third in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Tijuana International Airport was the fifth busiest airport in Mexico in terms of commercial aviation traffic, according to the SCT. In 2017, it served a total of 7.1 million terminal passengers, accounting for approximately 19.5% of our Mexican airports’ terminal passenger traffic. Approximately 99.4% of the terminal passengers served were domestic passengers. Since Tijuana is located near the Mexico-U.S. border and is therefore a popular entry point to the United States for Mexican and American travelers, the airport’s passenger traffic and results of operations are affected by Mexican and U.S. economic conditions.

Tijuana International Airport serves the city of Tijuana and surrounding areas in the State of Baja California, including the municipalities of Ensenada, Tecate and Rosarito. With a population of approximately 1.7 million, Tijuana is the largest city in the state. Currently, the state of Baja California is the second largest maquiladora center in Mexico, according to INEGI data on workforce by industry. A highway connecting the city of Tijuana to the airport also extends directly to the U.S.-Mexico border crossing, providing convenient access to San Diego, California (which is located approximately 30 kilometers from Tijuana International Airport) and other areas of southern California, particularly Los Angeles.

A total of seven airlines operate at the airport, of which the principal airlines are Volaris, Aeromexico Group and Interjet. Airlines operating at this airport provide service to 34 destinations. Of these destinations, Mexico City, Guadalajara and Culiacan are the most popular. In addition, Aeromexico Group flies five times per week from Tijuana to Shanghai.

Tijuana International Airport currently operates seventeen hours daily between the hours of 7:00 a.m. and 12:00 a.m. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway with a length of 2,959 meters and a full parallel taxiway. The runway capacity at this airport is 36 air traffic movements per hour. The airport also has an ILS that assists pilots in poor weather. It has twenty-two gates serving both domestic and international travelers and ten remote boarding positions. Of the 22 gates, ten have air bridges.

During 2017, we completed an expansion of 2,000 square meters and a renovation of 5,500 square meters. In addition, we completed a new check-in area for passengers with twelve check-in counters and a new security checkpoint, which includes the installation of two additional security lines with X-ray equipment and waiting areas. We completed the installation of a new baggage handling system, including conveyors and the first CTX scanning systems for the Tijuana airport. We also renovated the baggage claim area, including the installation of four new carousels, and we acquired four new airport buses.

During 2017, we also completed an apron expansion by adding four more remote boarding positions, increasing the number of remote boarding positions by 50%, and completed the renovation of taxiway “A”.

During 2018, we will continue the expansion of the main terminal by adding an additional 6,500 square meters and renovating an additional 11,800 square meters.

In December 2015, we inaugurated the international bridge between our Tijuana airport and the U.S. border, or CBX. This bridge allows passengers to cross directly to the United States using a pathway between the airport and the international border, facilitating transfers between the United States and Mexico for travelers holding a boarding pass to all flights departing from or arriving in Tijuana, and reducing connection

and waiting times at both the San Isidro and Otay Mesa border crossings. The Mexican border authority’s services are located in the Tijuana airport, and the corresponding U.S. services are located on the premises of the CBX terminal on the north side of the border. The use of this facility is limited to passengers traveling through the airport upon presentation of a boarding pass, but is not subject to additional charges as it is part of the services offered by the Tijuana airport, which are included in the passenger charges. Passengers using the bridge from or to Tijuana may also be subject to toll charges levied by Otay-Tijuana Venture, L.L.C. (“OTV”), the bridge operator on the U.S. side. We estimate that up to 45% of Tijuana passengers have a final destination or origin in the U.S., and consequently a significant portion of the passengers at the airport are expected to be users of the CBX. Due to its convenience for U.S. residents in the area, the CBX is also expected to increase the overall number of passengers using the airport. During 2017, the CBX served 1.9 million passengers, approximately 27.1% of the Tijuana airport’s total passengers. The CBX was the primary driver behind the 42.2% increase in total passengers during 2016-2017 period at the Tijuana airport. For more information see “Item 7, Major Shareholders and Related Party Transactions – Related Party Transactions.” Our investment in adapting the Tijuana airport installations and building the Mexican infrastructure amounted to Ps.185.0 million.

In 2017, approximately 22.7 thousands metric tons of cargo were transported through the airport.

In 2017, approximately 20.8% of the sum of our aeronautical and non-aeronautical revenues generated at Tijuana International Airport was derived from non-aeronautical revenues.

During 2017, we also solicited bids for the rent-a-car modules and obtained a significant revenue increase compared to the previous contracts. A new model office was built in order to standardize the image of the car rental facilities within the terminal.

During 2018, we will solicit bids for 25 retail spaces and thirteen food and beverage spaces, totalling 729 and 1,249 square meters, respectively. The opening of these spaces is scheduled for 2018.

A portion of the land on which Tijuana International Airport is sited was expropriated by the Mexican federal government in 1970 pursuant to its power of eminent domain and is subject to certain legal proceedings by its former landholders. For a description of these legal proceedings and their potential impact on our operations, see “Item 8, Financial Information – Legal Proceedings – Ejido participants at Tijuana, Guadalajara and Puerto Vallarta airports.”

Los Cabos International Airport is our third most important Mexican airport in terms of passenger traffic, fourth in terms of air traffic movements and second in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Los Cabos International Airport was the sixth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 4.9 million terminal passengers, accounting for approximately 13.5% of our Mexican airports’ terminal passenger traffic of whom approximately 70.0% were international passengers.

The airport serves primarily tourists visiting San Jose del Cabo, Cabo San Lucas and other coastal destinations along the Trans-Peninsular highway of the state of Baja California Sur. Los Cabos International Airport is located approximately thirteen kilometers from the city of San Jose del Cabo, in the state of Baja California Sur. According to the Mexican Ministry of Tourism, 1.7 million international tourists visited Los Cabos (San Jose del Cabo and the nearby city of Cabo San Lucas) by air in 2017. Visitors to this area are generally affluent and include golfers who enjoy world-class courses, as well as sport fishing and diving enthusiasts who are drawn by the rich marine life in the region’s coastal waters.

A total of twenty airlines operate at the airport, of which the principal airlines are American, Alaska, United, Southwest and Volaris. Airlines operating at this airport provide service to 41 destinations. Of these destinations, Mexico City, Los Angeles and Dallas are the most popular.

Los Cabos International Airport currently operates eleven hours daily between 7:00 a.m. and 9:00 p.m. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway measuring 3,004 meters, and a full parallel taxiway to the runway. The runway capacity at this airport is 42 air traffic movements per hour. The existing runway allows us to serve planes flying to any destination in the United States and Canada. The airport has two commercial aviation terminals. Terminal 1 occupies approximately 14,600 square meters and Terminal 2 occupies approximately 38,000 square meters. In addition, the airport has a general aviation and an FBO terminal. The airport has sixteen gates (eight in Terminal 1 and eight in Terminal 2), including four gates with air bridges, and eighteen remote boarding positions.

During 2017, we completed an expansion of the apron by 22% by adding four remote boarding positions, and we completed the renovation of runways and taxiways. We completed an expansion of approximately 1,000 square meters in the immigration area of Terminal 2, including the installation of 20 automated passport control kiosks. We also completed the installation of additional carousels with larger flow space for the international baggage claim, adding 20% to the length of baggage conveyors available in this area.

We operate a commercial space of approximately 2,000 square meters at Los Cabos International Airport; this space includes two VIP lounges and five convenience stores, which have been operated by a third party since October 2016.

To create a better experience for our domestic passengers, we finished the construction of a 280 square meter beer garden at the domestic terminal. The new bar brings more options to the food and beverage services for this terminal. In 2017, approximately 35.8% of the sum of our aeronautical and non-aeronautical revenues generated at Los Cabos International Airport was derived from non-aeronautical revenues (of which 93.4% came from commercial activities, the highest such percentage among our airports).

Puerto Vallarta International Airport is our fourth most important Mexican airport in terms of passenger traffic, third in air traffic movements and fourth in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Puerto Vallarta International Airport was the seventh busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 4.5 million terminal passengers, accounting for 12.4% of our Mexican airports’ terminal passenger traffic. During 2017, 68.4% of these terminal passengers were international passengers and 31.6% were domestic passengers.

Puerto Vallarta International Airport is located on the Pacific coast in the state of Jalisco. The airport primarily serves foreign tourists and is also a popular tourist destination within Mexico. Puerto Vallarta’s tourist attractions include the natural beauty of the Bay of Banderas, the area’s many beaches and abundant marine wildlife. Puerto Vallarta is a mature tourist destination, and the completion of new resort areas including hotels and golf courses in the areas known as Nuevo Vallarta and Punta Mita is expected to bring more tourists to the area in subsequent years.

A total of 23 airlines operate at the airport, of which the principal airlines are American, United, Alaska, Volaris, Aeromexico Group and Southwest. Airlines operating at this airport provide service to 49 destinations. Of these destinations, the most popular are Mexico City, Los Angeles and San Francisco. In addition, Thomson Airways flies once weekly from Puerto Vallarta to London Gatwick and Manchester and Finnair flies once weekly to Helsinki.

Puerto Vallarta International Airport operates 24 hours daily. The airport has one runway with a length of 3,105 meters as well as a parallel taxiway. The runway capacity at this airport is 37 air traffic movements per hour. This airport has one main commercial terminal, an FBO terminal and a general aviation building. The airport has nineteen gates, of which five serve domestic flights and fourteen serve international flights, nine remote boarding positions and eleven air bridges.

In 2017, we opened a new “Corona” branded bar outside of our terminal building and we improved the image of the terminal’s restaurant available to our arrival passengers awaiting ground transportation.

In 2017, approximately 27.3% of the sum of our aeronautical and non-aeronautical revenues generated at our Puerto Vallarta airport was derived from non-aeronautical revenues (of which 92.0% came from commercial activities). We plan to open two more VIP lounges during 2018.

Guanajuato International Airport is our fifth most important Mexican airport in terms of passenger traffic, sixth in air traffic movements and fifth in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Guanajuato International Airport was the ninth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 1.9 million terminal passengers, accounting for approximately 5.4% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 66.9% of the terminal passengers served were domestic passengers.

Guanajuato International Airport is located in the central state of Guanajuato near the cities of Leon, Irapuato, Silao and Guanajuato, approximately 315 kilometers northwest of Mexico City. The state of Guanajuato has a population of approximately 5.9 million people according to the Mexican National Population Council and is located in Mexico’s Bajio region, best known for its rich colonial history, agricultural sector and manufacturing industry. General Motors, Honda, Kia, Mazda and Toyota have assembly plants in Guanajuato. In addition, several automobile parts manufacturers are located in Guanajuato. The local government is developing a “dry dock”, or truck loading service terminal, near the airport that we believe will increase cargo demand.

A total of ten airlines operate at the airport, of which the principal airlines are Volaris, Aeromexico Group, Interjet and United. Airlines operating at this airport provide service to fifteen destinations. Of these destinations Tijuana, Mexico City and Monterrey are the most popular.

Guanajuato International Airport operates 20 hours daily between 4:00 a.m. and 12:00 midnight. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway with a length of 3,501 meters. The runway capacity at this airport is 16 air traffic movements per hour. It has two terminals (one commercial and one general aviation), with seven gates, seven remote boarding positions and three air bridges.

During 2017, we began a 3,000 square meter terminal expansion and the renovation of another 7,990 square meters. We expect to conclude the expansion during the second quarter of 2018. We also began the renovation of the security checkpoint, restrooms and commercial areas. In 2016, we opened a VIP lounge in the boarding area beyond the security checkpoint. In 2016, approximately 22.4% of the sum of our aeronautical and non-aeronautical revenues generated at Guanajuato International Airport was derived from non-aeronautical revenues. We also solicited bids for the rent-a-car modules and obtained a significant revenue increase compared to the previous contracts. A new model office was built in order to standardize the image of the car rental facilities within the terminal.

Finally, we are redesigning the commercial layout of this airport to improve our passenger experience with better operators for duty-free and retail commerce and increasing the selection of food and beverage services.

Hermosillo International Airport is our sixth most important Mexican airport in terms of passenger traffic, fifth in terms of air traffic movements and sixth in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Hermosillo International Airport was the eleventh busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served approximately 1.6 million terminal passengers, accounting for approximately 4.5% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 96.0% of the terminal passengers served were domestic passengers. Many of the airport’s passengers use the airport as a hub for connecting flights between other Mexican cities, particularly Mexico City, Tijuana, Guadalajara and Monterrey. Because the airport’s passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

Hermosillo International Airport serves the city of Hermosillo and four other nearby municipalities, which together have a population of approximately 1.0 million, according to the Mexican National Population Council. The city of Hermosillo, which is the capital of the state of Sonora, is located approximately 260 kilometers south of the border town of Nogales and 130 kilometers east of the Gulf of California. The airport is located approximately thirteen kilometers west of the city of Hermosillo. The airport is an important hub in a primarily agricultural and industrial region. Approximately 9.4 thousand metric tons of cargo passed through the airport in 2017. Currently, cargo transport services at this airport primarily serve the nearby Ford factory, which receives components via the airport.

A total of nine airlines operate at the airport, of which the principal airlines are Volaris, Aeromexico Group, VivaAerobus and Interjet. Airlines operating at this airport provide service to thirteen destinations. Of these destinations, Mexico City, Guadalajara, Monterrey and Tijuana are the most popular.

Hermosillo International Airport operates eighteen hours daily between 6:00 a.m. and 12:00 midnight. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has two runways, one with a length of 2,300 meters and the other, a private aircraft runway that is not currently operating due to commercial considerations, with a length of 1,100 meters. Runway capacity at this airport is 30 air traffic movements per hour. The airport has nine gates and ten remote boarding positions and includes both a commercial aviation building and a general aviation building for small private aircraft.

During 2017, we expanded the terminal building by 59% (approximately 4,500 square meters). As part of this expansion, we completed two new boarding gates served by two new air bridges (2,000 square meters), an expansion of the immigration and customs area (400 square meters) and an expansion of the baggage claim area (1,000 square meters), including the installation of a new carousel. We also completed an expansion of the security checkpoint, including the installation of two additional security lines with X-ray equipment and more waiting areas. Also, during 2017, we completed runway and taxiway renovations and the expansion of the apron with two new remote boarding positions.

As part of our business strategy, in recent years we changed the profile and category of services of almost all of the stores at Hermosillo International Airport to stores with greater brand recognition. During 2017, we also solicited bids for the rent-a-car modules and obtained a significant revenue increase in comparison to the previous contracts. A new model office was built in order to standardize the appearance of car rental facilities within the terminal. During 2018, we plan to open a new VIP lounge in our Hermosillo airport.

La Paz International Airport is our seventh most important Mexican airport in terms of passenger traffic, air traffic movements and contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, La Paz International Airport was the nineteenth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 848.5 thousand terminal passengers, accounting for approximately 2.3% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 98.7% of the terminal passengers served were domestic passengers. Because the airport’s passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

La Paz International Airport serves the city of La Paz, located along the coast of the Gulf of California in the state of Baja California Sur, of which La Paz is the capital. Eco-tourism is a growing industry in La Paz due to the abundance of marine life found in the Gulf of California.

A total of five airlines operate at the airport, of which the principal airlines are Volaris, Calafia Airlines and Aeromexico Group. Airlines operating at this airport provide service to thirteen destinations. Of these destinations, Mexico City, Guadalajara and Tijuana are the most popular.

La Paz International Airport operates sixteen hours daily between 7:00 a.m. and 11:00 p.m. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway measuring 2,500 meters in length and a single main commercial terminal. The runway capacity at this airport is fifteen air traffic movements per hour. It also has four gates and nine remote boarding positions.

During 2017, we began a 14% (1,100 square meter) terminal building expansion. We expect to conclude the expansion during the second quarter of 2018. We also began the renovation of the security checkpoint, restrooms and commercial areas.

In 2018, we plan to develop a 190 square meter casual dining restaurant post-security at the La Paz airport.

Mexicali International Airport is our eighth most important Mexican airport in terms of passenger traffic, eleventh in terms of air traffic movements and tenth in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Mexicali International Airport was the twenty-first busiest airport in Mexico in terms of commercial aviation passenger traffic according to the SCT. In 2017, it served 804.0 thousand terminal passengers, accounting for approximately 2.2% of our Mexican airports’ terminal passenger traffic.

During 2017, approximately 99.3% of the terminal passengers served by this airport were domestic passengers. Because the airport’s passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

Mexicali International Airport serves the city of Mexicali, in the Mexican state of Baja California, as well as the U.S. cities of Yuma, Arizona and Calexico, California. The city of Mexicali is located along the U.S.-Mexico border approximately 150 kilometers east of Tijuana and 80 kilometers west of Yuma, Arizona. Manufacturing forms the basis of the area’s economy, most notably in the form of maquiladora factories, which have proliferated along the California-Baja California border.

A total of five airlines operate at the airport, of which the principal airlines are Volaris and Aeromexico Group. Airlines operating at this airport provide service to seven destinations. Of these destinations, Mexico City, Guadalajara and Culiacan are the most popular.

Mexicali International Airport operates nineteen hours daily between 6:00 a.m. and 1:00 a.m. the following day. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway measuring 2,720 meters in length, as well as a main commercial terminal and a smaller general aviation terminal. The runway capacity at this airport is fourteen air traffic movements per hour. The main commercial terminal has four gates and five remote boarding positions.

During 2017, we completed a 29% expansion (1,200 square meters) of the terminal building by adding two new boarding gates (increasing from two to four), and will complete the expansion of the baggage claim area, including the installation of a new baggage carousel (increasing from two to three). We will also complete a 1,600-square-meter renovation in the check-in area and the ambulatory area. A “gastro pub” restaurant of approximately 185 square meters will begin operations during the first quarter of 2018.

Aguascalientes International Airport is our ninth most important Mexican airport in terms of passenger traffic, eighth in air traffic movements and in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Aguascalientes International Airport was the twenty-fourth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 754.1 thousand terminal passengers, accounting for approximately 2.1% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 76.6% of the terminal passengers served were domestic passengers. Because the airport passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

Aguascalientes International Airport serves the city of Aguascalientes and eight surrounding municipalities in the central state of Aguascalientes, which is located roughly 513 kilometers northwest of Mexico City. Manufacturing forms the basis of the region’s economy. One of Nissan’s main manufacturing plants in Mexico is located in the city of Aguascalientes.

A total of six airlines operate at the airport, of which the principal airlines are Aeromexico Group, Volaris and Interjet. Airlines operating at this airport provide service to eight destinations. Of these destinations Mexico City, Tijuana, Dallas and Cancun are the most popular.

Aguascalientes International Airport operates eighteen hours daily between 6:00 a.m. and 12:00 a.m. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. It has two runways, one measuring 3,000 meters in length and the other, a private aircraft runway that is not currently operating as a result of commercial considerations, measuring 1,000 meters, and a single main commercial terminal. The runway capacity at this airport is twelve air traffic movements per hour. The airport has four gates and five remote boarding locations.

Morelia International Airport is our tenth most important Mexican airport in terms of passenger traffic, ninth in terms of air traffic movements and in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Morelia International Airport was the twenty-eighth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 618.8 thousand terminal passengers, accounting for approximately 1.7% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 52.1% of the terminal passengers served by this airport were domestic passengers.

Morelia International Airport serves the city of Morelia and ten other municipalities in the immediate vicinity. The city of Morelia is the capital of the state of Michoacan, which has a population of approximately 4.6 million according to the Mexican National Population Council. Michoacan’s principal industry is agriculture, and it has a developing eco-tourism industry (primarily due to the seasonal presence of monarch butterflies).

A total of five airlines operate at the airport, of which the principal airlines are Volaris, Aeromexico Group, American and United. Airlines operating at this airport provide service to ten destinations. Of these destinations, Tijuana, Chicago Midway and Mexico City are the most popular.

Morelia International Airport operates 24 hours a day. The airport has one runway with a length of 3,408 meters and a single main terminal building. The runway capacity at this airport is fourteen air traffic movements per hour. The airport has four gates and eight remote boarding positions. We plan to open a new VIP lounge in 2018.

Los Mochis International Airport is our eleventh most important Mexican airport in terms of passenger traffic, tenth in terms of air traffic movements and eleventh in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Los Mochis International Airport was the thirty-ninth busiest airport in Mexico in terms of commercial aviation passenger traffic, according to the SCT. In 2017, it served 348.5 thousand terminal passengers, accounting for approximately 1.0% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 98.2% of the terminal passengers served were domestic passengers. Because the airport’s passengers are predominantly domestic, the airport’s passenger traffic and results of operations are affected to a greater extent by Mexican economic conditions.

Los Mochis International Airport serves the city of Los Mochis, in the Pacific coastal state of Sinaloa, an important agricultural state. The area’s sport fishing and hunting attract both Mexican and foreign visitors.

A total of three airlines operate at the airport: Volaris, Aeromexico Group and Calafia Airlines. Airlines operating at this airport provide service to six destinations, of which Mexico City, Tijuana and Guadalajara are the most popular.

Los Mochis International Airport operates fourteen hours daily between 7:00 a.m. and 9:00 p.m. However, it is equipped to operate 24 hours daily if necessary, and we are authorized to charge double our regular passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway measuring 2,007 meters in length as well as a single main commercial terminal. The runway capacity at this airport is sixteen air traffic movements per hour. The airport has three gates and eight remote boarding positions. During 2018 a new 120 square meter restaurant for casual dining will begin operating pre-security.

Manzanillo International Airport is our twelfth most important Mexican airport in terms of passenger traffic and air traffic movements and twelfth in terms of contribution to the sum of aeronautical and non-aeronautical revenues. In 2017, Manzanillo International Airport was the forty-fourth busiest airport in Mexico in terms of commercial aviation passenger traffic according to the SCT. During 2017, the airport served 182.0 thousand terminal passengers, accounting for approximately 0.5% of our Mexican airports’ terminal passenger traffic. During 2017, approximately 55.6% of the terminal passengers served were domestic passengers and 44.4% were international passengers.

Manzanillo International Airport serves the city of Manzanillo and six surrounding municipalities in the small Pacific coastal state of Colima. The city is located on the coast approximately 230 kilometers southeast of Puerto Vallarta and 520 kilometers northwest of Acapulco. The airport serves primarily tourists visiting coastal resorts in Colima and neighboring Jalisco. In recent years, passenger traffic at Manzanillo International Airport has remained stable despite the increased popularity of Puerto Vallarta and other tourist destinations due to a decline in investments in the tourism sector in Manzanillo.

A total of seven airlines operate at this airport, of which the principal airlines are Aeromexico Group and Alaska Airlines. Some of the other airlines operate only during the high tourist season (November to April). The principal destinations served by airlines at this airport are Mexico City, Los Angeles and Calgary.

Manzanillo International Airport operates twelve hours daily between 8:00 a.m. and 8:00 p.m. However, it is equipped to operate 24 hours daily if necessary, and we double our passenger charges and fees for aeronautical services provided outside normal business hours. The airport has one runway measuring 2,260 meters. The runway capacity at this airport is sixteen air traffic movements per hour. The airport has four gates and four remote boarding positions.

In April 2015, we acquired a 100% stake in DCA, a Spanish corporation. DCA holds a 74.5% stake in MBJA, the entity that operates Montego Bay International Airport in Jamaica.

The Montego Bay International Airport is Jamaica’s main tourist airport. In 2017, the Montego Bay airport served 4.2 million terminal passengers, making it the third busiest airport in the Caribbean region, excluding Cuba, in terms of commercial aviation passenger traffic, according to Airports Council International. In 2017, 99.8% of the terminal passengers served were international passengers. Of the total passengers in 2017, 67.8% came from the United States, 17.1% came from Canada, 13.3% came from Europe and 1.8% from other countries.

Montego Bay International Airport serves as the primary gateway for international air travel to Jamaica, a major international tourist destination, by facilitating the transit of more than 71% of the tourists arriving on the island. In recent years, passenger traffic at Montego Bay International Airport has grown despite the increased traffic overall at the Kingston airport, which services mostly business and other traffic. In recent years, the Jamaican government has discussed plans to build a third international commercial airport, most likely on the southern coast at Vernamfield, to meet the long-term requirements for the growth of air transport, which may impact passenger traffic in the medium and long term at the Montego Bay and Kingston airports. We do not expect the Kingston airport’s traffic growth to be a major factor in the Montego Bay airport concession’s growth, as the airports serve different demands, nor do we expect the Jamaican government’s Vernamfield airport plan to be executed in the immediate future.

A total of twenty-seven international airlines operate at the airport, providing year-round and seasonal services. Our principal airlines are American, Delta, Southwest, and JetBlue. Airlines serving MBJ provide service from over 61 airport destinations. Of these, Toronto, New York, Atlanta and Ft. Lauderdale are the most popular.

Montego Bay International Airport operates eighteen hours daily between 6:00 a.m. and 12:00 midnight. However, it is equipped to operate 24 hours daily if necessary. The airport has one runway measuring 2,662 meters. The runway capacity at this airport is 33 air traffic movements per hour. The airport also has an ILS that assists pilots in poor weather. The airport’s facilities include a main commercial terminal with a large parking facility and a general aviation building. The airport’s main commercial terminal has a total area of approximately 6,000 square meters, as well as an additional 5,657 square meters of parking facilities. The general aviation building has an additional area of 300 square meters. The commercial terminal has 17 gates and 5 remote parking positions.

In July 2017, the main food and beverage operator, Express Catering, finalized a deal with the Starbucks brand pursuant to which it opened a café off-airport. The deal also contemplated construction of three Starbucks locations in the airport to serve all passengers. The main Starbucks is located in the terminal building and opened in March 2018. The other two smaller kiosk locations are expected to be opened in April 2018.

The following table sets forth revenues, passenger traffic and air traffic movement data for the Montego Bay airport from January 1 to December 31, 2016 and for 2017:

In 2016 and 2017, approximately 6.9 thousand metric tons of cargo were transported through the airport.

Third parties operate a total of seven lounges in the Montego Bay airport: five hotel lounges and one general lounge in the arrivals area and one general lounge in the departures area. In 2015, the general pay per use passenger lounge operated by Club Mobay was expanded by 283.3 square meters; the lounge was further expanded in January 2018 by 245 square meters and now covers 1,580 square meters with a capacity of 399 seats.

As a holding company, we operate each of our thirteen airports through an operating subsidiary. In addition to these airport subsidiaries, we also have three employee service companies as operating subsidiaries. Our employee service companies, which provide part of the labor force for our airports but do not directly employ any personnel, are (i) Servicios a la Infraestructura Aeroportuaria del Pacífico, S.A. de C.V. (“SIAP”), (ii) Corporativo de Servicios Aeroportuarios, S.A. de C.V. (“CORSA”) and (iii) Puerta Cero Parking, S.A. de C.V. (“PCP”). We also have a non-profit foundation, Fundación Grupo Aeroportuario del Pacífico, A.C. (“Fundación GAP”).

SIAP was incorporated as a subsidiary in June 1998 to provide technical assistance and corporate services to our airport operating subsidiaries. SIAP was set up as part of the Mexican government’s privatization plan for the airports operated by us. SIAP invoices our airports for three types of services:

CORSA was incorporated as a subsidiary on November 8, 2007, and began operations in January 2008. CORSA employs unionized personnel to perform services at our airports according to their capabilities and expertise and collects fees on a monthly basis for the services performed.

PCP was incorporated as a subsidiary on November 28, 2007, and began operations in January 2008. PCP provides operating and administrative services for airport parking lots. PCP employs both unionized and non-unionized personnel and collects fees on a monthly basis for the services performed.

We established this non-profit foundation in May 2013 with the aim of improving social welfare in the communities near our airports. The foundation’s focus is on children’s education, as well as other charitable activities. See “Item 4, Information on the Company – Business Overview – Corporate Social Responsibility – Community Initiatives and Philanthropic Efforts – Fundación GAP.”

As of December 31, 2017, sixteen international airlines and nine Mexican airlines operated flights at our twelve Mexican airports. Volaris is our principal airline customer in terms of total passengers at our Mexican airports, with Aeromexico Group and Interjet providing the second and third largest number of total passengers. In 2016 and 2017, revenues from Volaris and the passengers it moved through our airports totaled Ps.1,843.3 million and Ps.2,263.2 million, respectively, of which Ps.1,655.5 million and Ps.2,043.7 million, respectively, were paid to the airports in the form of passenger charges, representing 21.2% and 22.1%, respectively, of the sum of our aeronautical and non-aeronautical revenues for 2016 and 2017. Revenues from the Aeroméxico Group and the passengers it moved through our airports were Ps.921.6 million and Ps.1,080.5 million during 2016 and 2017, respectively, of which Ps.809.5 million and Ps.955.0 million, respectively, were paid to the airports for the passengers they moved in the form of passengers charges, representing 10.7% and 10.3%, respectively, of the sum of our aeronautical and non-aeronautical revenues for 2016 and 2017. Revenues from Interjet and the passengers they moved through our airports were Ps.424.2 million and Ps.563.6 million in 2016 and 2017, respectively, of which Ps.373.3 million and Ps.495.9 million, respectively, were paid to the airports in the form of passenger charges. Such passenger charges represented 4.8% and 5.4%, respectively, of the sum of our aeronautical and non-aeronautical revenues for 2016 and 2017.

In 2016, revenues from American Airlines and the passengers it moved through the Montego Bay airport totaled Ps.236.8 million, of which Ps.156.9 million was paid to MBJA in the form of passenger charges, representing 14.7% of the sum of aeronautical and non-aeronautical revenues for the Montego Bay airport. In 2017, revenues from American Airlines and the passengers it moved through the Montego Bay airport totaled Ps.249.9 million, of which Ps.166.6 million was paid to MBJA in the form of passenger charges. Revenues from American Airlines and its passengers represented 13.5% of the sum of aeronautical and non-aeronautical revenues for the Montego Bay airport. However, passenger charges from American Airlines do not represent a significant portion of our total revenues across all airports. In 2016 and 2017, passenger charges collected by American Airlines at MBJA accounted for 1.4% and 1.3%, respectively, of total revenues in our airports (1.7% and 1.5%, respectively, of the sum of aeronautical and non-aeronautical revenues generated in our airports in 2016 and 2017).

In addition to passenger charges (revenues generated by the services provided by airports to passengers), we also earned revenues from aircraft landing and parking charges and the leasing of space to these airlines.

As a result of certain disputes with our airline customers in Mexico, beginning in 2003 we entered into an agreement with the Mexican National Air Transportation Chamber of Commerce and the SCT pursuant to which we resolved certain existing disputes with our airline customers and entered into: (i) contracts governing charges for aeronautical services; (ii) lease contracts for property used by the airlines; and (iii) contracts governing collection of passenger charges. In March 2012, we renewed the agreement, which represented: (i) virtually all of the relevant contracts governing the collection of passenger charges; (ii) a substantial majority of the agreements for the leasing of space in our terminals; and (iii) a substantial majority of the contracts governing our aeronautical services. This contract expired on December 31, 2014. We continue to maintain a good relationship with the Mexican National Air Transportation Chamber of Commerce and the SCT following the expiration of the aeronautical services agreement.

Our principal complementary services clients are our three principal providers of baggage handling services: Menzies Aviation, S.A. de C.V., Administradora Especializada en Negocios, S.A. de C.V. (a subsidiary of Aeroméxico Group) and Aveespress, S.A. de C.V., which provided Ps.35.7 million, Ps.20.1 million and Ps.22.8 million in revenues, respectively, each in the form of access fees, in 2017. Our primary catering clients are Aerococina, S.A. de C.V. and Gate Gourmet & Maasa México, S. de R.L. de C.V., which respectively provided Ps.11.5 million and Ps.2.7 million of revenues in the form of access fees in 2017.

We receive a fee from our complementary services clients equivalent to 10% to 15% of their reported sales.

As of December 31, 2017, we were party to approximately 990 contracts – 6% less than the 1,050 contracts we were party to as of December 31, 2016 – with providers of commercial services in the commercial spaces in our Mexican airports, including retail store operators, duty-free store operators, food and beverage providers, timeshare developers, financial services providers, car rental companies, telecommunications providers, VIP lounges, advertising, travel agencies, tourist information and promotion services. The decrease in the number of contracts is due to the temporary closings of various commercial areas due to the improvements underway and based on our strategic decision to achieve greater concentration among non-aeronautical services customers. In 2017, our largest commercial customers in terms of revenues paid to us were Dufry México, S.A. de C.V. (duty-free stores; Ps.167.3 million in revenues for 2017 compared to Ps.95.1 million in 2016), Aldeasa México, S.A. de C.V. (duty-free stores; Ps.50.8 million in revenues for 2017 compared to Ps.66.1 million in 2016), Aerocomidas, S.A. de C.V. (food and beverages; Ps.94.8 million in revenues for 2017 compared to Ps.62.8 million in 2016), Operadora Aeroboutiques, S.A. de C.V. (retail; Ps.90.1 million in revenues for 2017 compared to Ps.39.8 million in 2016), and Servicios Inmobiliarios Alsea, S.A. de C.V. (food and beverages; Ps.43.7 million in revenues for 2017 compared to Ps.28.4 million in 2016). In Jamaica, MBJA’s largest commercial customer in terms of revenues paid to MBJA were World Duty Free (duty-free stores: U.S.$8.8 million in revenue for 2017, compared to U.S.$7.4 million in 2016) and Express Catering (food and beverages: U.S.$3.6 million in revenues for 2017, an increase from U.S.$2.7 million in 2016).

Our business is subject to seasonal fluctuations. In general, demand for air travel is typically higher during the summer months and during the winter holiday season, particularly in international markets, because there is more vacation travel during these periods. Our results of operations generally reflect this seasonality, but have also been impacted by numerous other factors that are not necessarily seasonal, including economic conditions, war or threat of war, terrorism or threat of terrorism, weather, air traffic control delays, health crises and general economic conditions, as well as the other factors discussed above. As a result, our results of operations for a quarterly period are not necessarily indicative of results of operations for an entire year, and historical results of operations are not necessarily indicative of future results of operations.

Excluding our airports servicing tourist destinations, our airports generally are natural monopolies in the geographic areas that they serve and generally do not face significant competition. However, the Mexican and Jamaican governments could grant additional concessions to operate existing government-managed airports, authorize the construction of new airports or allow existing privately held domestic airports to become international airports and permit them to receive regular domestic and international flights, all of which could lead to increased competition for our airports.

For instance, our Los Cabos airport may experience greater competition in the future from a small private airport near Cabo San Lucas, which received a permit to operate public service in March 2008 from the SCT. On November 4, 2009, this airport received authorization to operate regular commercial routes for domestic and international flights. Consequently, we implemented commercial strategies to improve our level of service in order to ensure that we remain the best airport option for airlines serving the San Jose del Cabo and Cabo San Lucas corridor. Also, in order to serve the private aviation market, we started operations at our new state-of-the-art Fixed Base of Operations in the Los Cabos airport. This allowed us to increase our capacity, and we redesigned our fee structure in order to make our service the most attractive in the region.

On September 2, 2014, President Enrique Peña Nieto announced plans for a new airport in Mexico City with double the capacity of the current airport. Construction began in 2015, and is expected to conclude by October 2020 in its first stage. When this airport begins operations, we expect our passenger traffic and revenues to increase due primarily to an expected increase in service to and from most of our airports, as Mexico City is the top destination for ten of our twelve airports in Mexico.

ASA currently operates seven small airports in Mexico’s Pacific and Central regions. We believe that these airports collectively account for only a small fraction of the passenger traffic in these regions.

In recent years, the Jamaican government has discussed plans to build a third international commercial airport in Jamaica, most likely on the southern coast at Vernamfield, to meet long-term requirements for the growth of air transport. We do not expect the Jamaican government’s Vernamfield airport plan to be executed in the near term. Also see “Item 3, Key Information – Risk Factors – Risks Related to the Regulation of our Business – The Mexican and Jamaican governments could grant new concessions that compete with our airports.”

The relative attractiveness of the locations we serve is dependent on many factors, some of which are beyond our control. These factors include the general state of the Mexican economy and the attractiveness of other commercial and industrial centers in Mexico that may affect the attractiveness of Guadalajara, Tijuana and other growing industrial centers in our group, such as Hermosillo, Leon, Aguascalientes and Mexicali.

Because our Puerto Vallarta, Los Cabos, La Paz, Manzanillo and Montego Bay airports are substantially dependent on tourism, these airports face competition from competing tourist destinations. We believe that the main competitors to these airports are those airports serving vacation destinations in Mexico, such as Acapulco and Cancun, and abroad, such as Hawaii, Puerto Rico, Florida, Cuba, the Dominican Republic, other Caribbean islands and Central America. In addition, with respect to Puerto Vallarta, Los Cabos, La Paz, Manzanillo and Montego Bay, factors beyond our control include promotional activities and pricing policies of hotel and resort operators, weather conditions, natural disasters (such as hurricanes and earthquakes), security concerns, health crises and the development of new resorts that may be considered more attractive. There can be no assurance that the locations we serve will continue to attract the same level of passenger traffic in the future.

We maintain an environmental management system according to ISO 14001:2004 requirements, which provides a reference point for best practices and allows us to measure environmental performance and efficiency. This system is in place and has been independently certified in our Aguascalientes, Guanajuato, Hermosillo, La Paz, Los Mochis and Morelia airports.

Since 2007, when GAP obtained the ISO 14001:2004 certificate, we employed a team of specialists to coordinate and supervise environmental management initiatives at all of our airports. This team is now under the supervision of the Director of Technical Operations.

All of our airports in Mexico are certified under the ISO 9001:2008 System Quality Management Standard.

In 2016, as a result of the release of the ISO 14001:2015 and ISO 9001:2015 standards, we began to migrate to an integrated management system, which integrates quality and environmental management systems. By the end of 2017 all the airports were certified under the ISO 14001:2015 and ISO 9001:2015 systems.

Additionally, our Master Development Programs approved for the 2015-2019 period include measures prioritizing the reduction of our airports’ environmental impacts through (i) wastewater and sewage separation; (ii) improvements to residual water treatment plants; and (iii) storage of hazardous and other special wastes. In 2015, 2016 and 2017, we invested Ps.44.8 million, Ps.77.5 million and Ps.70.5 million, respectively, in these projects.

In 2015, we established the following objectives for our environmental programs: (i) to reduce consumption of water per passenger; (ii) to increase the use of treated residual water; and (iii) to maintain our electricity consumption levels. The following table sets forth certain performance indicators tracked by our environmental management systems:

To ensure continuous improvement in environmental performance, and to meet the environmental performance requirements of the Concession Agreement and the International Finance Corporation (“IFC”) Performance Standards, MBJA has in place an Environmental Management Plan (“EMP”).

MBJA’s EMP guides business planning across departments to facilitate compliance with local regulations, the IFC Performance Standards and industry best practices, and represents MBJA’s commitment to integrating environmental management measures into planning, design, construction and operation of the airport. The EMP prescribes actions for the mitigation of the environmental impacts of MBJA’s operations and includes management plans for fuel and other hazardous materials storage, storm water run-off, ground water, preexisting contaminated sites, solid waste, aviation noise and wildlife hazard. MBJA’s EMP is managed by the Environment, Health and Safety Manager.

MBJA continues to assess its environmental performance through independent audits and investigations with the goal of implementing practical recommendations to ensure continued improvement in its environmental performance and stewardship. MBJA’s EMP was certified by the JCAA in 2017.

Our Aguascalientes, Guanajuato, Guadalajara, Hermosillo, Los Mochis, Manzanillo, Mexicali, Morelia and Tijuana airports are “Environmental Quality” certified by the Federal Office for the Protection of the Environment (Procuraduría Federal de Protección al Ambiente), or “PROFEPA”. Also, our Aguascalientes and Guadalajara airports are certified on the higher level of “Environmental Performance” by PROFEPA.

Our Puerto Vallarta airport has Level 2 Airport Carbon Accreditation from the Latin America and Caribbean Region of the Airports Council International (ACI-LAC). Our Tijuana airport is an ACI-LAC Level 1 accredited airport, as well. In 2018, our Guadalajara and Aguascalientes airports will work to receive an ACI-LAC Level 1 Airport Carbon Accreditation.

With the goal of guaranteeing occupational health and safety, as well as institutionalizing the prevention of occupational hazards, we have begun implementing a self-administered program, promoted by the Ministry of Labor and Social Welfare (Secretaría del Trabajo y Previsión Social), or “STPS,” and based on national and international standards and regulations, to promote the operation of a safe and clean airport network in Mexico. The voluntary compliance program comprises three levels of recognitions: (1) for compliance with health and safety regulations, (2) for actions that promote continuous improvement in health and safety standards, and (3) for successful management of health and safety standards. Under this program, we have obtained the following levels of certification: Level 1 (Aguascalientes, Guanajuato, Manzanillo and Morelia airports), and Level 3 (Guadalajara and Puerto Vallarta airports).

A key component of the voluntary compliance program is the Safety and Hygiene Commission, which we have established in each of our airports. These commissions conduct investigations and reviews of the work area, verifying the implementation of the voluntary compliance program and recommending additional improvements to create optimal working conditions depending on the airport’s needs. In conjunction with these commissions, we have also formed brigades to help minimize the impact and risk, through evacuation and first aid plans, of any kind of natural phenomenon that could negatively affect the safety of our employees or our operations.

In addition, as part of our company policies, we provide an annual general medical review for certain employees. As part of our philosophy of well-being and quality of life, we also allocate approximately Ps.16 million per year to organize cultural and sports activities, thus encouraging physical activity. Together, these measures help provide a suitable workplace for our employees, as well as the relevant safety tools and equipment to prevent accidents and diseases to the extent possible.

Our policy is to provide the same job opportunities to all qualified applicants and to provide employees with a work environment free of harassment or discrimination, where each employee behaves respectfully towards their co-workers, promoting a spirit of collaboration regardless of gender, age, religion or hierarchical level.

We provide financial aid for our employees and scholarships for our employees’ dependents. In 2015, 2016 and 2017, we invested Ps.1.4 million, Ps.1.6 million and Ps.1.9 million, respectively, in these programs.

Since 2009, we have been evaluated by Expansión Magazine as a “Super Company” in Mexico with respect to workplace culture and professional climate. Since 2013, we have been ranked among the top ten companies in Mexico according to this publication’s annual evaluations of workplace culture. On November 24, 2017, we were awarded the highest recognition as a “Safe Company” by the Ministry of Labor and Social Prevention (for registering a rate of 0.21 accidents per 100 workers, that is, 90.4 percent below the national average of 2.2). Likewise, we were awarded with the certification for best corporate practices by the Mexican Institute of Best Corporate Practices, with recognition by the Mexican Stock Exchange.

With respect to labor matters, we have a social policy in place whereby we negotiate contracts and salary increases with our workers’ unions with the aim of increasing the social welfare of each of our workers within the context of equality, productivity and a commitment to merging our workers’ individual objectives with those of our business. Salaries for our non-union workers are reviewed based on their performance evaluation and the degree to which their individual and business objectives are met.

Training programs are available at all levels of our organization. The Management Skills, Leadership and Execution program is available for our senior management. The Succession and Career Development Plan was prepared for our key personnel, which defines specific objectives and promotion requirements. Through this program, we have achieved a turnover rate of less than 3% per year for key personnel. The career professionalization program is a model of professional growth for our operations and maintenance workers at our airports. The objective of the program is to promote the growth and skills of our employees in those areas, thus creating flexibility for the operation of our airports. Our new Workplace Culture program is oriented towards the generation of work habits, productive practices and organizational values, with the goal of developing competencies that allow, in turn, increased productivity and competitiveness within GAP, thus allowing the Company to raise the level of life of the workers and their families, promoting their integral development.

The company's benefits package is maintained at very competitive levels compared to the labor market in each of the regions where our airports are located, thus reducing turnover.

In our bidding process for suppliers, we include our Code of Conduct as part of the initial information package with the intention that our suppliers comply with our ethical standards. The terms and conditions of our contract with suppliers then include provisions designed to ensure that our suppliers comply with labor laws and regulations, including requirements to monitor legal and regulatory compliance in the areas of employer responsibilities and occupational health and safety.

In our supplier development program, suppliers are strategically selected by us based on the contracting amounts, technical complexity of their work or impact on the quality of the service provided by us. Once the provider is selected, visits and face-to-face monitoring are carried out at its facilities in order to verify, among other things, the supplier’s policies, guidelines and processes comply with legal and regulatory requirements, as well as the management’s approach to staff development and the safety of the work environment. Once a contracted supplier has completed their work, we evaluate their performance to determine whether they should be invited to participate in future bids.

In May 2013, we established a non-profit foundation, Fundación GAP with the aim of improving social welfare in the communities near our airports. The foundation’s focus is on children’s education, and it engages in other charitable activities, as well.

In September 2014, we inaugurated the first Fundación GAP School near our Guadalajara airport. The first year began with a class of first-grade students, and we have been adding a new class each consecutive year. In 2017 we reached 240 students for grades one through four. Additionally, in 2016 we opened another school near our Los Cabos airport, which began activities with another 60 students, reaching 120 students in 2017. We have also committed to opening a second new school near our Guadalajara airport in 2018.

Our board of directors annually reviews our donation to the foundation. For 2017, our board of directors authorized a Ps.10 million donation, and over past four years GAP has authorized more than Ps.52 million in donations. The foundation is supervised by a board of trustees, which is presided over by Mrs. Díez Barroso.

In addition to donations from our employees, we donated more than Ps.21 million to help people affected by the September 19, 2017 earthquake in Mexico City and other Mexican states.

The following are the principal laws, regulations and instruments (each as subsequently amended) that govern our business and the operation of our Mexican airports:

The Mexican Airport Law and the regulations under the Mexican Airport Law establish the general framework regulating the construction, operation, maintenance and development of Mexican airport facilities. The Mexican Airport Law’s stated intent is to promote the expansion, development and modernization of Mexico’s airport infrastructure by encouraging investment and competition.

Under the Mexican Airport Law, a concession granted by the SCT is required to construct, operate, maintain and develop a public service airport in Mexico. A concession generally must be granted pursuant to a public bidding process, except for: (i) concessions granted to (a) entities considered part of “the federal public administration” as defined under Mexican law and (b) any private company the principal shareholder of which is a state or municipal government; (ii) concessions granted to operators of private airports (that have operated privately for five or more years) wishing to begin operating their facilities as public service airports and complying with certain requirements; and (iii) complementary concessions granted to existing concession holders that comply with certain requirements. Complementary concessions may be granted only under certain limited circumstances, such as where an existing concession holder can demonstrate, among other things, that the award of the complementary concession is necessary to satisfy passenger demand.

On June 29, 1998, the SCT granted twelve concessions to operate, maintain and develop the twelve principal airports in Mexico’s Pacific and Central regions to our subsidiaries. Because our subsidiaries were considered entities of the federal public administration at the time the concessions were granted, the concessions were awarded without a public bidding process. However, our privatization, through which our strategic shareholder acquired 15% of our capital stock, was conducted through a public bidding process. Each of our Mexican concessions was amended on November 15, 1999, in order to, among other things, incorporate each airport’s maximum rates and certain other terms as part of the concession.

On February 17, 2000, the regulations under the Mexican Airport Law were issued. We believe we are currently complying with the material requirements of the Mexican Airport Law and its regulations. Non-compliance with these regulations could result in fines or other sanctions being assessed by the SCT and are among the violations that could result in termination of a concession if they were to occur three or more times.

The Mexican National Assets Law, among other things, establishes regulations relating to concessions granted with respect to property held in the public domain, including the airports that we operate. The Mexican National Assets Law requires concessionaires of real property held in the public domain and used for administrative or non-public purposes to pay a tax, and establishes grounds for revocation of concessions for failure to pay applicable taxes, but does not specify which taxes must be paid, including whether certain taxes to municipalities must be paid by a concessionaire.

Under the Mexican Federal Duties Law, each of our subsidiary concession holders is required to pay the Mexican government a concession tax based on its gross annual revenues (excluding revenues from improvements to concession assets) from the use of public domain assets pursuant to the terms of its concession. Currently, this concession tax is set at a rate of 5% and may be revised annually by the Mexican Congress. Our Mexican concessions provide that we may request an amendment of our maximum rates if there is a change in this concession tax.

The SCT intended to establish a new regulatory agency, expected to be authorized to monitor our activities and those of the other airport groups, enforce applicable regulations, propose amendments to concessions, set maximum rates, resolve disputes between concession holders and airport users (such as airlines) and collect and distribute information relating to the airport sector. An initiative was introduced in Mexico’s Congress on February 26, 2009, to establish such an agency and reform a substantial part of the current Mexican Airport Law, but it was rejected by the legislature on April 20, 2010. On December 14, 2011, a new bill was introduced in Mexico’s Congress to amend the Mexican Airport Law. Among other items, the bill proposes to give the SCT additional authority to plan and apply the standards, policies and programs for the Mexican airport system, to oversee the correct operation of civil aviation in Mexico, and to establish rules for airport service providers and the general basis for flight schedules, so as to guarantee the competitiveness of Mexico’s airports. On January 26, 2015, Congress published changes to the Mexican Airport Law and Civil Aviation Law, however, these changes are less extensive than those proposed in the 2011 bill. Among other things, the amendment includes provisions that seek to ensure a competitive market for suppliers of complementary services. The principal effect on airport concessionaires such as us is the requirement for concession holder not limit the number of providers of complementary services and fixed base operations in its airports, except for reasons of space availability, operational efficiency and safety. If a concession holder denies entry to any complementary service provider for a reason other than the above, which service provider may file a complaint with the SCT. On November 8, 2017, changes to the Mexican Airport Law took effect, which modified various regulations, primarily impacting airlines. One of the changes contemplated is the payment of indemnification for passengers delayed for longer than two hours. The new law further clarifies that the payment will be made if the airport concessionaire or airline is at fault for the delay. As of the date hereof, there is no process in place to determine who is responsible for the delay. We cannot provide any assurance that once the regulations are finalized, concessionaires, such as ourselves, will not be held responsible for certain passenger delays or will not be required to pay indemnifications to passengers affected by such delays.

As a result of certain 2013 amendments to Mexico’s Constitution, on July 6, 2014, a new Federal Economic Competition Law (Ley Federal de Competencia Económica) went into effect, which, among other things, extinguished the former Federal Competition Commission and created the Federal Economic Competition Commission (Comisión Federal de Competencia Económica), or “COFECE,” as an autonomous agency to be the competition authority for all industries except telecommunications and broadcasting. The new law grants broader powers to COFECE, including the ability to regulate essential facilities, order the divestment of assets and eliminate barriers to competition. The new law also sets forth important changes in connection with mergers and anti-competitive behavior, increases liabilities and the amount of fines that may be incurred for violations of the law, and limits the availability of legal defenses against the application of the law. If COFECE determines that a specific service or product is an essential facility, it has the ability to regulate access conditions, prices, tariffs or technical conditions for or in connection with the specific service or product. As of the date of filing, COFECE has not made any determination that the services we render are considered an essential facility, but we can provide no assurance that they will not do so in the future. If such a determination is made, it may have a material effect on our results of operations.

The SCT is the principal regulator of airports in Mexico and is authorized by the Mexican Airport Law to perform the following functions:

In addition, under the Mexican Organic Law of the Federal Public Administration (Ley Orgánica de la Administración Pública Federal), the Mexican Airport Law and the Mexican Civil Aviation Law, the SCT is required to provide air traffic control, radio assistance and aeronautical communications at Mexico’s airports. The SCT provides these services through the Mexican Air Traffic Control Authority, which is a division of the SCT. Since 1978, the Mexican air traffic control authority has provided air traffic control for Mexico’s airports.

We hold concessions granted to us by the Mexican government to use, operate, maintain and develop twelve airports in the Pacific and Central regions of Mexico in accordance with the Mexican Airport Law. As authorized under the Mexican Airport Law, each of the concessions is held by our subsidiaries for an initial 50-year term, each of which terms began on November 1, 1998. This initial term of each of our Mexican concessions may be renewed for one or more terms for up to an additional 50 years, subject to the concession holder’s acceptance of any new conditions imposed by the SCT and to its compliance with the terms of its concession. Each of the concessions held by our subsidiary concession holders allows the relevant concession holder, during the term of the concession, to: (i) operate, maintain and develop its airport and carry out any necessary construction in order to render airport, complementary and commercial services as provided under the Mexican Airport Law and the regulations thereunder; and (ii) use and develop the assets that comprise the airport that is the subject of the concession (consisting of the airport’s real estate and improvements but excluding assets used in connection with fuel supply and storage). These assets are government-owned assets, subject to the Mexican National Assets Law. Upon expiration of a concession, these assets, together with any improvements thereto, automatically revert to the Mexican government.

Concession holders are required to provide airport security, which must include contingent and emergency plans in accordance with the regulations under the Mexican Airport Law. The security regulations must be implemented in accordance with the requirements set forth in the National Program for Airport Security (Plan Nacional de Seguridad Aeroportuaria). In addition, the regulations pertaining to the Mexican Airport Law specify that an airport concession holder is responsible for inspecting passengers and their carry-on baggage before they reach the departure gates, while the transporting airline is responsible for the inspection of checked baggage and cargo. If public order or national security is endangered, the responsible federal authorities are authorized to act to protect the safety of aircraft, passengers, cargo, mail, installations and equipment.

The shares of a concession holder and the rights under a concession may be subject to a lien only with the approval of the SCT. No agreement documenting liens approved by the SCT may allow the beneficiary of a pledge to become a concession holder under any circumstances.

A concession holder may not assign any of its rights or obligations under its concession without the authorization of the SCT. The SCT is authorized to consent to an assignment only if the proposed assignee satisfies the requirements to be a concession holder under the Mexican Airport Law, undertakes to comply with the obligations under the relevant concession and agrees to any other conditions that the SCT may require.

The concessions impose certain obligations on the concession holders, including, among others: (i) the obligation to pay the concession tax described above; (ii) the obligation to deliver concession services in a continuous, public and non-discriminatory manner; (iii) the obligation to maintain the airports in good working condition; and (iv) the obligation to make investments with respect to the infrastructure and equipment in accordance with the Master Development Programs and the concessions.

Each concession holder and any third party providing services at an airport is required to carry insurance in specified amounts and covering specified risks, such as damage to persons and property at the airport, in each case as specified by the SCT. To date, the SCT has not specified the required amounts of insurance. We may be required to obtain additional insurance once these amounts are specified. We and our subsidiary concession holders are jointly and severally liable to the SCT for the performance of all obligations under the concessions held by our subsidiaries. Each of our subsidiary concession holders is responsible for the performance of the obligations set forth in its concession and in the Master Development Programs, including the obligations arising from third-party contracts, as well as for any damages to the Mexican government-owned assets that they use and to third-party airport users. In the event of a breach of the concession held by any one of our subsidiaries, the SCT is entitled to revoke the concessions held by all of our subsidiaries.

Substantially all of the contracts entered into prior to August 25, 1999, by ASA with respect to each of our airports were assigned to the relevant concession holder for each airport. As part of this assignment, each concession holder agreed to indemnify ASA for any loss suffered by ASA due to the concession holder’s breach of its obligations under an assigned agreement.

The Mexican Airport Law and the regulations thereunder classify the services that may be rendered at an airport into the following three categories:

A third party providing complementary or commercial services to an airport is required to do so only pursuant to a written agreement with the relevant concession holder. On November 1, 2012, we entered into an agreement with a third party with respect to the provision of airbus and passenger walkway services in all of our airports. Accordingly, we will no longer provide these services directly. As of the date of this report, this is the only agreement with a third party regarding the provision of regulated services. All agreements relating to airport or complementary services are required to be approved by the SCT. The Mexican Airport Law provides that the concession holder is jointly liable with these third parties for compliance with the terms of the relevant concession with respect to the services provided by such third parties. All third-party service providers are required to be corporations incorporated under Mexican law.

Airport and complementary services are required to be provided to all users in a uniform and regular manner, without discrimination as to quality, access or price. Concession holders are required to provide airport and complementary services on a priority basis to military aircraft, disaster support aircraft and aircraft experiencing emergencies. Airport and complementary services are required to be provided at no cost to military aircraft and aircraft performing national security activities. The concession holders have not and do not provide complementary services, as these services are provided by third parties.

In the event of force majeure, the SCT may impose additional regulations governing the provision of services at airports, but only to the extent necessary to address the force majeure event. The Mexican Airport Law allows the airport administrator appointed by a concession holder to suspend the provision of airport services in the event of force majeure.

A concession holder is also required to take all necessary measures to create a competitive market for complementary services. A concession holder may not limit the number of providers of complementary services in its airport, except in instances where space, efficiency and/or safety considerations warrant such limitation. If a concession holder denies entry to any complementary services provider for reasons other than the above, such service provider may file a complaint with the SCT, which shall determine within 60 days of the filing of the complaint whether entry of the service provider into the airport shall be authorized.

Each concession holder is required to submit to the SCT a Master Development Program describing, among other things, the concession holder’s construction and maintenance plans.

Each Master Development Program is required to be updated every five years and resubmitted for approval to the SCT. Upon such approval, the Master Development Program is deemed to constitute a part of the relevant concession. Any major construction, renovation or expansion of an airport may only be made with the approval of the SCT, typically provided pursuant to a concession holder’s Master Development Programs.

Information required to be presented in the Master Development Programs includes:

Each concession provides for a 24-month period for the preparation and submission of the concession holder’s Master Development Program, and requires the concession holder to engage recognized independent consultants to conduct polls among airport users with respect to current and expected quality standards and to prepare air traffic projections and assess investment requirements. The concession holder must submit a draft of the Master Development Program to an operations committee (Comité de Operación y Horarios), composed of each of the airport’s principal users, for their review and comments six months prior to its submission for approval to the SCT. Further, the concession holder must submit, six months prior to the expiration of the five-year term, the new Master Development Program to the SCT. The SCT may request additional information or clarification as well as seek further comments from airport users. The Ministry of Defense (Secretaría de Defensa Nacional) may also opine on the Master Development Programs.

Any major construction project, renovation or expansion relating to an airport can only be done pursuant to the Master Development Program of the concession holder or with the approval of the SCT. We are required to spend the full amounts set forth in each investment program under our Master Development Programs.

Changes to a Master Development Program, including the related investment program, require the approval of the SCT, except for emergency repairs and minor works that do not adversely affect an airport’s operations.

Once capital expenditures related to the Master Development Programs are established, they are adjusted annually according to increases in the Mexican PPI’s construction price index, and the concessionaire is obligated to meet the adjusted amounts.

On December 19, 2014, the SCT approved new maximum tariffs and Master Development Programs for the five-year period from 2015-2019 for each of our Mexican airports. The combined maximum tariffs are expressed in workload units for each airport, and were determined by the SCT based on traffic projections, operating costs and capital investments included in the Master Development Programs, as well as in accordance with pre-determined parameters for the calculation of the maximum tariff set forth in the concession for each airport.

We allocated 82.7% of our committed investments for the 2015-2019 period to our Guadalajara, Tijuana, Los Cabos, Hermosillo, Puerto Vallarta and Guanajuato airports. The investments of the new Master Development Programs for the 2015-2019 period represent the fourth investment period within the terms of the concession, assume an increase of over 60% for the period 2010-2014 and reflect the highest investment amounts committed to date.

Our Master Development Programs are approved by the SCT for periods of five years, as stated in our Mexican concessions. We are required to comply with the five-year period investment obligations under the Master Development Programs, and the SCT may apply sanctions if we do not so comply. Recently, the SCT has reviewed our compliance on an annual basis. The SCT may choose to do this revision officially and apply sanctions on an annual basis if it determines that we have failed in our investment obligations. In March 2016 and 2017, the SCT certified our compliance with our Master Development Programs through 2015 and 2016, respectively.

The Mexican Airport Law directs the SCT to establish price regulations for services for which there is no competitive market, as determined by the Mexican Antitrust Commission. In 1999, the Mexican Antitrust Commission issued a ruling stating that competitive markets generally do not exist for airport services and airport access provided to third parties rendering complementary services. This ruling authorized the SCT to establish regulations governing the prices that may be charged for airport services and access fees that may be charged to third parties rendering complementary services in our airports. On November 15, 1999, a new regulation, the Rate Regulation (Regulación Tarifaria), was incorporated within the terms of each of our Mexican concessions. This regulation provides a framework for the setting by the SCT of five-year maximum rates. See “Item 3, Key Information – Risk Factors – Risks Related to the Regulation of Our Business – Changes to Mexican laws, regulations and decrees applicable to us could have a material adverse impact on our results of operations.”

The majority of our revenues are derived from providing aeronautical services, which generally are related to the use of airport facilities by airlines and passengers and principally consist of a fee for each departing passenger, aircraft landing fees based on an aircraft’s weight and arrival time, an aircraft parking fee, a fee for the transfer of passengers from an aircraft to the terminal building, a security charge for each departing passenger and the leasing of space to, and collection of access fees from, third parties that provide complementary services at our airports.

Since January 1, 2000, all of our revenues from aeronautical services have been subject to a price regulation system established by the SCT. Under this price regulation system, the SCT establishes a maximum rate for each airport for every year in a five-year period. The maximum rate is the maximum amount of revenues per workload unit that may be earned at an airport each year from regulated revenue sources. Under this regulation, a workload unit is equivalent to one passenger, or 100 kilograms (220 pounds) of cargo, including those transported in passenger airplanes. The combined maximum tariffs are expressed in workload units for each airport and were determined based on: (i) projected workload units; (ii) capital investments; and (iii) the operating expenses authorized for the five-year period in the Master Development Programs.

The maximum tariffs for the five-year period are expressed in constant pesos and are adjusted by the rate of inflation according to the Mexican PPI, excluding petroleum, and by the efficiency factor at the end of any given year. Since the inflation rate for each applicable year, as measured in terms of the variation of the Mexican PPI, excluding petroleum, is not known at the beginning of the application of the maximum tariffs negotiated with the Mexican Directorate General of Civil Aviation, the adjustment for inflation is not included in the maximum rates set at the beginning of each five-year period. These adjusted tariffs will be applicable once they are published.

We are able to set the specific prices for each aeronautical service every six months (or more frequently if accumulated inflation since the last adjustment exceeds 5%), as long as the combined revenues from regulated services at an airport do not exceed the maximum rate per workload unit at that airport. Each year, the SCT certifies that our regulated revenues divided by workload units are equal to or below the established maximum rate for the period. The SCT has reviewed our maximum rates and certified that we did not collect revenues in excess of the permitted level in 2015 or in 2016. The review for 2017 will take place during the second quarter of 2018. Since our aggregate revenues resulting from regulated services are not otherwise restricted, increases in passenger and cargo traffic permit greater revenues overall within each five-year interval for which maximum rates are established.

In 2015, 2016 and 2017, approximately 66.8%, 63.4% and 67.0%, respectively, of our total revenues were earned from aeronautical services subject to price regulation under our maximum rates (74.6%, 74.6% and 74.9%, respectively, of the sum of aeronautical and non-aeronautical revenues).

Our revenues from non-aeronautical services, including revenues that we earn from most commercial activities in our terminals, are not regulated under our maximum-rate price regulation system and are therefore not subject to a ceiling under any regulation. For a description of how we classify our revenues into aeronautical and non-aeronautical services, see “Item 5, Operating and Financial Review and Prospects – Overview – Classification of Revenues.”

Each airport’s maximum rate is determined by the SCT based on a general framework established in our Mexican concessions. This framework reflects, among other factors, projections of an airport’s revenues, operating costs and capital expenditures, as well as the estimated cost of capital related to regulated services and projected annual efficiency adjustments determined by the SCT. The schedule of maximum rates for each airport is established every five years.

On December 23, 2014, the SCT set new airport maximum rates for the five-year period from January 1, 2015 through December 31, 2019 expressed in constant pesos as of December 31, 2012. On December 31, 2014, these rates were published in the Official Gazette of the Federation (Diario Oficial de la Federación). These maximum rates are subject to adjustment only as described above or under the limited circumstances described below under “Special Adjustments to Maximum Rates.” The following table sets forth the maximum rates for each of our airports under the Master Development Programs that went into effect as of January 1, 2015:

The Rate Regulation provides that each airport’s annual maximum rates are to be determined in five-year intervals based on the following variables:

Our Mexican concessions specify a discounted cash flow formula to be used by the SCT to determine the maximum rates that, given the projected earnings before interest, taxes, depreciation and amortization, capital expenditures and discount rate, would result in a net present value equal to the reference values established in connection with the last determination of maximum rates. The maximum rates ultimately established by the SCT historically have resulted from a negotiation between the SCT and us regarding these variables. Once the maximum rates are established, they must be adjusted each year by the efficiency factor and by the Mexican PPI, excluding petroleum. Also, once the maximum rates are established based in part on the capital expenditures included in our Master Development Programs, the capital expenditures must be adjusted according to the Mexican PPI’s construction price index.

The concessions provide that each airport’s reference values and discount rate and the other variables used in calculating the maximum rates do not in any manner represent an undertaking by the SCT or the Mexican government as to the profitability of any concession holder. Therefore, whether or not the maximum rates (or the amounts up to the maximum rates that we are able to collect) multiplied by workload units at any airport generate a profit or exceed our profit estimates, or reflect the actual profitability, discount rates, capital expenditures or productivity gains at that airport over the five-year period, we are not entitled to any adjustment to compensate for any shortfall.

To the extent that such aggregate revenues per workload unit exceed the relevant maximum rate, the SCT may proportionately reduce the maximum rate in the immediately subsequent year and assess penalties equivalent to 1,000 to 50,000 times the general minimum wage in Mexico. On January 1, 2018, the daily minimum wage in Mexico was Ps.88.36. As a result, the maximum penalty at such date could have been approximately Ps.4.4 million (approximately U.S.$224.9 thousand) per airport.

As established by the SCT, the calculation of workload units does not include transit passengers for subsequent years. The current workload unit calculation is therefore equal to one terminal passenger or 100 kilograms (220 pounds) of cargo.

Once determined, each airport’s maximum rates are subject to special adjustment only under the following circumstances:

The Mexican concessions require us to retain a 51% direct ownership interest in each of our twelve Mexican concession holders throughout the term of these concessions. Any acquisition by us or by one of our Mexican concession holders of any additional airport concessions or of a beneficial interest of 30% or more of another concession holder requires the consent of the Mexican Antitrust Commission. In addition, the Mexican concessions prohibit us and our concession holders, collectively or individually, from acquiring more than one concession for the operation of an airport along each of Mexico’s southern and northern borders.

Air carriers are prohibited under the Mexican Airport Law from controlling or beneficially owning 5% or more of the shares of a holder of an airport concession. We, and each of our subsidiaries, are similarly restricted from owning 5% or more of the shares of any air carrier.

Foreign governments acting in a sovereign capacity are prohibited from owning any direct or indirect equity interest in a holder of an airport concession.

Mexican concession holders and third parties providing services at airports are required to provide the SCT access to all airport facilities and information relating to an airport’s construction, operation, maintenance and development. Each Mexican concession holder is obligated to maintain statistical records of operations and air traffic movements in its airport and to provide the SCT with any information that it may request. Each Mexican concession holder is also required to publish its annual audited financial statements in a principal Mexican newspaper within the first four months of each year.

The Mexican Airport Law provides that any person or group directly or indirectly acquiring control of a concession holder is required to obtain the consent of the SCT for such control acquisition. For purposes of this requirement, control is deemed to be acquired in the following circumstances:

Pursuant to the regulations under the Mexican Airport Law, any company acquiring control of a Mexican concession holder is deemed to be jointly and severally liable with the concession holder for the performance of the terms and conditions of the concession.

The SCT requires notification upon any change in a concession holder’s chief executive officer, board of directors or management. A concession holder is also required to notify the SCT at least 90 days prior to the adoption of any amendment to its bylaws concerning the dissolution, corporate purpose, merger, transformation or spin-off of the concession holder.

Under the Mexican Airport Law and the terms of the concessions, a concession may be terminated upon any of the following events:

Following a concession’s termination, the concession holder remains liable for the performance of its obligations during the term of the concession.

The SCT is entitled to revoke a concession without prior notice as a result of the first six events described above. Regarding the other violations listed above, violations may result in revocation of a concession only if sanctions have been imposed at least three times with respect to the same violation.

Pursuant to the terms of our Mexican concessions, in the event the SCT revokes one of our Mexican concessions, it is entitled to revoke all of our Mexican concessions.

According to the Mexican National Assets Law, the surface area of our airports and improvements on such space are government-owned assets. A concession concerning government-owned assets may be “rescued,” or reverted to the Mexican government prior to the concession’s expiration, when considered necessary for the public interest. In exchange, the Mexican government is required to pay compensation as determined by expert appraisers. Following a declaration of reversion (rescate), the assets that were subject to the concession are automatically returned to the Mexican government.

In the event of war, public disturbances or threats to national security, the Mexican government may assume the operation (requisa) of any airport and any airport assets, as well as any airport and complementary services. Such government action may exist only during the duration of the emergency. Except in the case of war, the Mexican federal government is required to compensate all affected parties for any damages or losses suffered as a result of such government action. If the Mexican government and a concession holder cannot agree as to the appropriate amount of damages or losses, the amount of damages must be determined by experts jointly appointed by both parties and the amount of losses must be determined based on the average net income of the concession holder during the previous year.

The Mexican Airport Law provides that a sanction of up to 200,000 times the minimum daily wage in Mexico may be assessed for a failure to comply with the law or terms of a concession. Such sanction may be duplicated in the event of reiterative failures to comply. As a result, the maximum penalty on January 1, 2018, was Ps.17.7 million (U.S.$889.9 thousand) for an individual failure to comply.

Upon termination, whether as a result of expiration or revocation, the real estate and fixtures that were the subject of the concession automatically revert to the Mexican government. In addition, upon termination, the Mexican federal government has a preemptive right to acquire all other assets used by the concession holder to provide services under the concession at prices determined by expert appraisers appointed by the SCT. Alternatively, the Mexican government may elect to lease these assets for up to five years at fair market rates as determined by expert appraisers appointed by the Mexican government and the concession holder. In the event of a discrepancy between appraisals, a third expert appraiser must be jointly appointed by the Mexican government and the concession holder. If the concession holder does not appoint an expert appraiser, or if such appraiser fails to determine a price, the determination of the appraiser appointed by the Mexican government will be conclusive. If the Mexican government chooses to lease the assets, it may thereafter purchase the assets at their fair market value, as determined by an expert appraiser appointed by the Mexican government.

The Mexican Communications Law, however, provides that upon expiration, termination or revocation of a concession, all assets necessary to operate the airports will revert to the Mexican government, at no cost and free of any liens or other encumbrances. There is substantial doubt as to whether the provisions of our Mexican concessions would prevail over those of the Mexican Communications Law. Accordingly, there can be no assurance that upon expiration or termination of our Mexican concessions the assets used by our subsidiary concession holders to provide services at our airports will not revert to the Mexican government, free of charge, together with government-owned assets and improvements permanently attached thereto.

The Mexican government may grant new concessions to manage, operate, develop and construct airports. Such concessions may be granted through a public bidding process in which bidders must demonstrate their technical, legal, managerial and financial capabilities. The Federal Competition Commission has the power, under certain circumstances, to prohibit a party from bidding and to cancel an award after the process has concluded. In addition, the government may grant concessions without a public bidding process to the following entities:

Our operations are subject to Mexican federal, state and municipal laws and regulations relating to the protection of the environment. The major federal environmental laws applicable to our operations are: (i) the General Law of Ecological Balance and Environmental Protection (Ley General de Equilibrio Ecológico y Protección Ambiental , or the “General Environmental Law”) and its regulations, which are administered by the Ministry of the Environment and Natural Resources (Secretaría de Medio Ambiente y Recursos Naturales) and enforced by the Ministry’s enforcement branch, the Federal Office for the Protection of the Environment (Procuraduría Federal de Protección al Ambiente); (ii) the General Law for the Prevention and Integral Management of Waste (Ley General para la Prevención y Gestión Integral de los Residuos , or the “Law on Waste”), which is also administered by the Ministry of the Environment and Natural Resources and enforced by the Federal Office for the Protection of the Environment; and (iii) the National Waters Law (Ley de Aguas Nacionales) and its regulations, which are administered and enforced by the National Waters Commission (Comisión Nacional del Agua), also a branch of the Ministry of the Environment and Natural Resources.

Under the General Environmental Law, regulations have been enacted concerning air pollution, environmental impact, land use, soil contamination, noise control, hazardous waste, environmental audits and natural protected areas. The General Environmental Law also regulates, among other things, vibrations, thermal energy and visual pollution, although the Mexican government has not yet issued enforceable regulation on the majority of these matters. The General Environmental Law also provides that companies that contaminate soils are responsible for their clean-up. Further, according to the Law on Waste, owners and/or possessors of property with soil contamination are jointly and severally liable for the remediation of such contaminated sites, irrespective of any recourse or other actions such owners and/or possessors may have against the contaminating party, and aside from the criminal or administrative liability to which the contaminating party may be subject. Restrictions on the transfer of contaminated sites also exist. The Law on Waste also regulates the generation, handling and final disposal of hazardous waste.

Pursuant to the National Waters Law, companies that discharge waste waters into national water bodies must comply with, among other requirements, maximum permissible contaminant levels in order to preserve water quality. Periodic reports on water quality must be provided to competent authorities. Liability may result from the contamination of underground waters or recipient water bodies. The use of underground waters is subject to restrictions pursuant to our Mexican concessions and the National Waters Commission.

In addition to the foregoing, Mexican Official Norms (Normas Oficiales Mexicanas), or “NOMs,” which are technical standards issued by competent regulatory authorities pursuant to the General Normalization Law (Ley General de Metrología y Normalización) and the General Law of Ecological Balance and Environmental Protection (Ley General del Equilibrio Ecológico y la Protección al Ambiente), establish limits on air emissions, waste water discharges, the generation, handling and disposal of hazardous waste and noise control, among other matters.

The General Environmental Law and Law on Waste establish the main policies for soil remediation. Remediation standards and procedures are gradually beginning to be implemented through NOMs.

Although not enforceable, the internal administrative criteria on soil contamination of the Federal Office for the Protection of the Environment are widely used as guidance in cases where soil remediation, restoration or clean-up is required.

The Ministry of the Environment and Natural Resources (Secretaría de Medio Ambiente y Recursos Naturales) and the Federal Office for the Protection of the Environment (Procuraduría Federal de Protección al Ambiente) are the responsible regulators. The Federal Office for the Protection of the Environment can bring administrative, civil and criminal proceedings against companies that violate environmental laws, and it also has the power to close non-complying facilities and impose a variety of sanctions. Companies in Mexico are required to obtain proper authorizations, licenses, concessions or permits from competent environmental authorities for the performance of activities that may have an impact on the environment or that may constitute a source of contamination. Companies in Mexico are also required to comply with a variety of reporting obligations that include, among others, providing the Ministry of the Environment and Natural Resources, the Federal Office for the Protection of the Environment and the National Waters Commission, as applicable, with periodic reports regarding compliance with various environmental laws.

Prior to the opening of Mexico’s airports to private investment, the Federal Office for the Protection of the Environment required that environmental audits had to be performed at each of our airports. Based on the results of these audits, the Federal Office for the Protection of the Environment issued recommendations for improvements and corrective actions to be taken at each of our airports. In connection with the transfer of the management of our airports from our predecessor, we entered into environmental compliance agreements with the Federal Office for the Protection of the Environment on January 1, 1999, and July 12, 2000, pursuant to which we agreed to comply with a specific action plan and adopt specific actions within a determined time frame.

The Federal Office for the Protection of the Environment has confirmed that we have complied with all of the relevant environmental requirements derived from the aforementioned environmental audits and has issued compliance certificates for all of our airports. These certificates, which are known as Environmental Quality Certificates (Certificados de Calidad Ambiental) certify compliance with applicable Mexican environmental laws, regulations and applicable NOMs and must be renewed periodically.

In June 2013, a decree was published in the Official Gazette of the Federation (Diario Oficial de la Federación) issuing the Federal Environmental Responsibility Law (Ley Federal de Responsabilidad Ambiental). As part of the Federal Environmental Responsibility Law, various provisions were amended, added and revoked of the General Law of Ecological Equilibrium and Protection of the Environment, the General Law of Wildlife, the General Law for the Comprehensive Prevention and Waste Management, the General Law for Sustainable Forest Development, the National Water Act and the Federal Criminal Code, among others, to the effect that any person or company whose acts or omissions directly or indirectly causes harm to the natural environment, is obligated to repair the environmental damage, or when reparation is not possible, to compensate for the harm, and undertake any necessary actions to avoid increasing the harm. A second general aspect of this reform is the creation of expanded standing so that individuals, including Mexican environmental non-profits, may initiate lawsuits for the protection of property that they do not directly own.

During 2018, a new carbon dioxide (“CO2”) market will commence operating in Mexico. The market will require that industries that generate above a certain amount of CO2 emissions pay for rights to excess emissions. Commencing in 2019, the legislation requires that companies report their global emissions as verified by the Mexican Emissions Registry (Registro Nacional de Emisiones). In addition, new water quality standards are being discussed, which would require greater water quality for all of our wastewater disposal. For more information see “Item 3, Key Information – Risk Factors – Risks Related to Mexico – Increased environmental regulation and enforcement in Mexico may affect us.”

The legal framework of environmental liability applicable to our operations is generally outlined above. Under the terms of our Mexican concessions, the Mexican government has agreed to indemnify us for any environmental liabilities arising prior to November 1, 1998, and for any failure by ASA prior to November 1, 1998, to comply with applicable environmental laws and with its agreements with Mexican environmental authorities. Although there can be no assurance, we believe that we are entitled to indemnification for any liabilities related to the actions our predecessor was required to perform or refrain from performing under applicable environmental laws and under its agreements with environmental authorities. For further information regarding these liabilities, see Note 29 to our audited consolidated financial statements.

The level of environmental regulation in Mexico has significantly increased in recent years, and the enforcement of environmental laws is becoming substantially more stringent. We expect this trend to continue and expect additional norms to be imposed by the North American Agreement on Environmental Cooperation entered into by Canada, the United States and Mexico in the context of NAFTA, as well as by other international treaties on environmental matters. We do not expect that compliance with Mexican federal, state or municipal environmental laws currently in effect will have a material adverse effect on our financial condition or results of operations. However, there can be no assurance that environmental regulations or the enforcement thereof will not change in a manner that could have a material adverse effect on our business, results of operations, prospects or financial condition.

Our aeronautical operations are subject to national and international regulations regarding maintaining acceptable safety standards. Compliance with these safety regulations is overseen by the Mexican Directorate General of Civil Aviation, which conducts audits and inspections of each of our Mexican airports.

In 2013, the Mexican Government issued a Mexican Official Standard (Norma Oficial Mexicana), which created an obligation to implement the Safety Management System (“SMS”). The SMS is a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. The ICAO encourages various types of product and service providers that design, manufacture, operate or support the operation of aircrafts to implement this system. The Civil Aviation Authority can bring administrative proceedings against providers that do not comply with SMS regulations, and it also has the power to impose a variety of sanctions or close non-complying facilities.

We began implementing this system as soon as the standard was issued. In 2015, after two years of work and having completed 4 stages, we obtained SMS certification for the Puerto Vallarta, Los Cabos and Tijuana airports, which were the first three airports to receive SMS certification in Mexico. In 2016, we obtained SMS certification for the Guanajuato, La Paz, Guadalajara, Aguascalientes, Manzanillo, Mexicali and Hermosillo airports. We completed the last stage required to obtain SMS certification for the Los Mochis and Morelia airports in 2017. Currently, there are only twelve SMS certified airports in Mexico, all of which are GAP airports.

In addition, the ICAO provides certification based on compliance with safety, regulatory and efficiency standards for aircraft operations at aerodromes and ensures that certified aerodromes are in compliance with relevant ICAO standards and recommended Civil Aviation Authority practices. Eleven of our twelve airports (all except Guadalajara) have obtained ICAO aerodrome certification. We expect to obtain this certification for our Guadalajara airport during 2018.

The following are the principal laws, regulations and instruments that govern our business in Jamaica and the operation of the Montego Bay airport as a concession by MBJA:

Legislation specifically applicable to the operation of airport concessions and airports in Jamaica are the Civil Aviation Act, the Airports Authority Act and the Airports (Economic Regulation) Act, and each of their respective subsidiary legislation and regulations. In addition, MBJA is subject to all applicable laws and regulations related to the operation of a private limited liability company in Jamaica.

The Civil Aviation Act and the regulations thereunder provide the general framework regulating air transportation and establish the JCAA, under the authority of the MTM, to oversee safety and security, provide air navigation services and regulate aviation industry prices. The Civil Aviation Act’s stated intent is to promote the development of air transport in Jamaica.

In 1974, the Airports Authority Act transferred to the AAJ, an independent government agency, the concessions for Jamaica’s two international airports – the Montego Bay airport and the international airport serving Kingston, the Jamaican capital, on the southern coast. The AAJ continues to own both airports. However, while it operates the Kingston airport through a wholly owned subsidiary, the AAJ divested operational responsibility for the Montego Bay airport when it privatized the concession through a public bidding process in 2003. At that time, MBJA became the new operator of the Montego Bay airport, with responsibility for the daily management and capital development of the airport facility under a 30-year Concession Agreement from April 12, 2003.

The Airports (Economic Regulation) Act of 2002 establishes the framework for the economic regulation of Jamaica’s airports and governs the provision of services or facilities at the international airports for the purposes of landing, parking, fueling, servicing or taking off of aircraft and handling passengers, baggage and cargo at the airport. The Act allows the MTM to levy airport improvement fees, and authorizes the JCAA to regulate airport charges and deal with public interest issues such as anti-competitive behavior and accounting transparency. Airport operators must submit an application for permission to levy airport charges on airlines and passengers to the JCAA. Airport operators permitted to levy airport charges must also routinely provide the JCAA with their annual accounts and schedules of airport charges.

The regulatory agencies overseeing the operation of airports and airport concessions are the MTM, JCAA and the AAJ.

The MTM’s primary responsibility is Jamaica’s land, marine and air transport and their related infrastructure. The MTM has regulatory responsibility for the safety of all modes of transportation, whether publicly or privately operated. This includes airports, aerodromes and airline operators. The following agencies and departments fall under the MTM and oversee the operation of airports and airport concessions:

On April 3, 2003, MBJA entered into a 30-year Concession Agreement with the AAJ, which began on April 12, 2003, to operate the Montego Bay airport in accordance with the Concession Agreement and relevant legislation. MBJA pays both monthly and annual concession taxes to the Jamaican government to allow it to use and develop the assets subject to the concession. At the end of the concession’s term, MBJA will transfer these concession assets back to the AAJ. See “Item 5, Operating and Financial Review and Prospects – Overview – Operating Costs – Concession Taxes – Jamaican Concession Taxes.”

Under the terms of the Concession Agreement, the concession holder is responsible for the maintenance, operation and development of the airport, including the management of day-to-day operations in keeping with specific performance criteria and prescribed international standards, in order to render airport, complementary and commercial services. As such, MBJA’s general obligations as concession holder are thus to: operate and manage the airport in compliance with applicable law; provide airport, complementary and commercial services; report on accounts, financial records, traffic and performance levels; and carry out the capital investments proposed in the Capital Development Program and maintain and develop the tangible concession assets.

The AAJ remains the owner of the land upon which the airport is sited, as well as the physical assets subject to the concession. MBJA is required to maintain and manage the airport concession with the intent that AAJ or a successor operator would be able to take over the operation and management of the airport business at any time, including through the use of all reasonable endeavors to ensure that the AAJ or such other successor airport operator would have immediate access to all of its airport employees and assets. Following a termination of the concession, MBJA is obligated to return to the AAJ the facilities and services ordinarily provided or reasonably incidental to the operation of the airport.

Under the Concession Agreement, MBJA requires the consent of the MTM and the AAJ if it wishes to expand its services into any business, activity, facility or service not permitted by the definition of “core airport services” in the Concession Agreement, which consent shall not be unreasonably withheld.

As owner of the concession assets, the AAJ is entitled, upon seven days’ notice (or sooner in case of emergency) and for so long as may be required, to expel MBJA from all or part of the airport site or to take over or take steps to carry on the operation and management of the airport or provision of airport services when:

Upon a step-in by the AAJ, the AAJ will account to MBJA for any revenues collected during the step-in period. Where the AAJ exercises its right to step in pursuant to any uncured MBJA event of default or because traffic at the airport will be materially disrupted and MBJA is unable or unwilling for any reason to resolve the disruption, MBJA is required to bear all costs and expenses associated with the AAJ exercise of step-in, but not consequential losses. MBJA is not liable for costs if there is step-in by the AAJ because of a material threat to national security.

The AAJ may terminate the Concession Agreement with MBJA upon an event of default on the part of MBJA, after which the AAJ must provide notice of its intention to serve a written termination notice and conduct up to 30 days of good-faith consultations to avoid termination, during which MBJA fails to cure the event of default. Regardless of cause for termination, a termination fee is due to MBJA upon termination or revocation of the concession, and the Concession Agreement limits the AAJ’s liability to such termination fee. However, the payment terms of the termination fee depend upon the cause: upon an event of default on the AAJ’s part, the termination fee is payable by the AAJ within three months, with an option to extend for up to twelve months with default interest, while if the event of default is on MBJA’s part, the termination fee is payable by the AAJ in installments within twelve months.

The Jamaican government may grant new concessions to manage, operate, develop and construct airports. In the Concession Agreement, MBJA acknowledges that the AAJ may also wish, at the expiry or termination of the 30-year concession period, to invite persons to tender for the right to provide all or some of the airport services at the Montego Bay airport. MBJA may participate in such tenders, if interested, except to the extent that there has been an event of default attributable to the insolvency of MBJA’s shareholders, in which case MBJA would be disqualified from participating. However, in preparation for such tendering process, and regardless of whether MBJA intends to participate in the tender, MBJA would be obligated to provide access to employees, assets, books and records related to the airport business, and may not in any way prejudice or frustrate the transfer of the airport business. The Concession Agreement sets out the handback procedures to be observed as the end of the concession period approaches and the dispute resolution mechanism for addressing objections by either party regarding the handback. Under the agreement, MBJA commits to assisting and advising the AAJ or any successor operator (subject to payment of reasonable remuneration and reasonable costs and expenses) in providing and operating the airport for up to six months following completion of the handover, and must post a bond equivalent to the cost of the handback works for the six-month period.

In Jamaica, charges levied on airlines and passengers are regulated by the JCAA using a price cap mechanism based on a forecast return on assets. Permission for any increase in the levy of regulated charges, which include passenger charges, aircraft landing and parking charges, passenger walkway charges and airport security charges, must be granted by the JCAA. The first review period began with the concession on April 12, 2003 and concluded in November 2014 with the determination of new charges effective April 1, 2015. For example, maximum passenger charges increased from U.S.$8.50 per departing passenger to U.S.$19.34 per departing passenger. Thereafter, regulated aeronautical charges will be reviewed every five years, with charges adjusted by U.S. CPI annually.

The Airports (Economic Regulation) Act and the related Airport Expansion Fund Agreement require the airlines operating at the Montego Bay airport to collect the AIF fee of U.S.$5.00 per embarking international passenger, on behalf of the Government of Jamaica and to deposit the fees on a monthly basis in a trust account controlled by the MTM. Subject to the MTM’s approval, MBJA may use these funds for additional capital investments not included in the Capital Development Program, as well as for interest expenses relating to the financing thereof. MBJA is required to commit to such new investments in exchange for the right to use the AIF funds. The MTM approval of collection of AIF funds at the Montego Bay airport was renewed on February 25, 2015 for the period ending April 11, 2030, unless otherwise revoked. Having already completed all projects approved for funding by the AIF to date, MBJA is currently in discussions with MTM for further approval to fund capital investment projects from AIF funds collected after April 11, 2015.

See “Item 5, Operating and Financial Review and Prospects – Overview – Classification of Revenues – Aeronautical Revenues.”

MBJA was incorporated as a limited liability company to enter into and carry out the terms of the concession with respect to the development, financing, management and operation of the Montego Bay airport.

MBJA’s constitutive documents bar the transfer of shares in MBJA to passenger or cargo airlines or persons broadly connected to them, other than AAJ or the Jamaican government. Under the shareholders’ agreement between DCA and Vantage, any transfer of MBJA shares to non-affiliates is subject to a right of first refusal.

Pursuant to the regulations under the Jamaican Civil Aviation Act, airport operators must report on compliance with operating procedures and safety measures. MBJA, as airport operator, is required to report to the JCAA any changes in conditions or other hazardous circumstances or occurrences at the airport, including: any reduction in the level of service or closure of any part of the movement area; any obstacle, obstruction or hazard; and any other condition that could affect aviation safety, as well as and what precautions are deemed warranted. MBJA is also obligated to provide reports to the JCAA on the results of internal audits of its safety management system, including inspections of the airport facilities and equipment and of the airport operator’s own administrative functions.

MBJA must report to the Jamaican government the number of passengers paying AIF and the amount of each transfer of AIF made during the previous month.

As a Jamaican registered company, MBJA is also required to file an annual report with the Companies Office of Jamaica reporting any changes in the ownership or management structure and notifying the registrar of any share transactions and changes in the value of shares during the prior year.

Operations at the Montego Bay airport are subject to Jamaican laws and regulations relating to the protection of the environment. The major environmental law applicable to these operations is the National Resources Conservation Authority Act, which establishes the National Resources Conservation Authority (now part of the National Environmental Protection Agency) and its subsidiary legislation and regulations. Under the act, regulations have been enacted concerning discharge of pollutants into Montego Bay Marine Park’s waters, the regulating of air emissions, discharge and treatment of wastewater and sludge, safe storage of fuels and responses to industrial emergencies involving hazardous materials.

Other environmental laws of relevance to the Montego Bay airport’s operations are: the Noise Abatement Act, aimed at controlling noise (but with no specific reference to aeronautical noise), the Beach Control Act, addressing access to the shoreline; the Watersheds Protection Act, addressing water resource and soil conservation practices; and the Wild Life Protection Act, specifying protected species of fauna. Other related regulations are the Town and Country Planning Act, Public Health Act, Garbage Collection and Disposal Regulations, National Solid Waste Management Act and the Water Resources Act and Clean Air Act. In addition, MBJA is also subject to common law principles of tort liability in the event of a nuisance claim resulting from environmental factors.

The legal framework of environmental liability applicable to the Montego Bay airport’s operations is generally outlined above. The level of environmental regulation in Jamaica has increased in recent years, and the enforcement of environmental laws is becoming more stringent. For example, the National Solid Waste Management Act and the Water Resources Act each carry certain penalties of JMD1 million (approx. U.S.$7,747). We expect this trend to continue, but we do not expect that compliance with Jamaican environmental laws currently in effect will have a material adverse effect on MBJA’s results of operations or our financial condition. However, there can be no assurance that environmental regulations or the enforcement thereof will not change in a manner that could have a material adverse effect on our business, results of operations, prospects or financial condition.

We have sixteen subsidiaries in Mexico: one operating subsidiary for each of our twelve Mexican airports; two subsidiaries (SIAP and CORSA) that provide administrative and operational services; one subsidiary (PCP) that provides parking services across our twelve Mexican airports; and one non-profit foundation (Fundación GAP). We have one Spaniard subsidiary (DCA) that holds our 74.5% stake in our Jamaican operating subsidiary (MBJA) for the Montego Bay airport. We also have a holding company subsidiary in Brazil, GA del Pacífico Participações do Brasil LTDA, established in 2010 but thus far remaining inactive and with no capital contributions.

Our corporate headquarters are located in Guadalajara, Jalisco. We lease the office space for our corporate headquarters, located on the third, fifth and sixth floors of Torre Pacífico, from Guadalajara World Trade Center. In addition to our corporate offices in Guadalajara, we also lease office space in Colonia Los Morales, in Mexico City from third parties.

Pursuant to the Mexican National Assets Law (Ley General de Bienes Nacionales), all real estate and fixtures in our Mexican airports are owned by the Mexican government. Each of our Mexican concessions is scheduled to terminate in 2048, although each concession may be extended one or more times for up to an aggregate of an additional 50 years. The option to extend a concession is subject to our acceptance of any changes to such concession that may be imposed by the SCT and our compliance with the terms of our current concessions. Upon expiration of our Mexican concessions, the concession assets automatically revert to the Mexican government, including improvements we may have made during the terms of the concessions, free and clear of any liens and/or encumbrances, and we will be required to indemnify the Mexican government for damages to these assets, except for those caused by normal wear and tear.

Pursuant to MBJA’s Concession Agreement, the AAJ remains the owner of the land upon which the Montego Bay airport is sited, as well as the physical assets subject to the concession. MBJA’s concession for the Montego Bay airport is scheduled to terminate in 2033. Upon expiration of the Montego Bay airport concession, MBJA is obligated to hand back to the AAJ the facilities and services ordinarily provided or reasonably incidental to the operation of the airport.

We maintain comprehensive insurance coverage that covers the principal assets of our airports and other property, subject to customary limits, against damage due to natural disasters, accidents, terrorism or similar events. Our Mexican airports carry a general Ps.2.25 billion insurance policy covering damage to our assets and infrastructure and a U.S.$500 million insurance policy covering personal and property damages to third parties. Our Mexican airports are covered by a Ps.500 million insurance policy covering damage to our property resulting from terrorist acts and a U.S.$150 million insurance policy covering personal and property damage to third parties resulting from terrorist acts. The Montego Bay airport carries a U.S.$317 million insurance policy covering property damage and business interruptions and losses and a U.S.$100 million insurance policy covering damage resulting from any single terrorist event. The Montego Bay airport also carries a U.S.$750 million annual insurance policy covering personal and property damage to third parties.

The following discussion should be read in conjunction with, and is entirely qualified by reference to, our consolidated financial statements prepared in accordance with IFRS, as issued by IASB, and the notes to those financial statements, which are included elsewhere in this annual report. It does not include all of the information included in our consolidated financial statements. You should read our consolidated financial statements to gain a better understanding of our business and our historical results of operations.

As a result of our acquisition of DCA in April 2015, our consolidated financial and operating data for the fiscal year ended December 31, 2015 includes the consolidation of DCA from April 1, 2015. Therefore, financial and operating data for the fiscal year ended December 31, 2015 may not be directly comparable with financial and operating data for prior or subsequent fiscal years.

We operate twelve airports in the Pacific and Central regions of Mexico pursuant to concessions granted by the Mexican government and one airport in Jamaica pursuant to a concession granted by the Jamaican government. The majority of our revenues are derived from providing aeronautical services, which generally are related to the use of our airport facilities by airlines and passengers. For example, in 2015, 2016 and 2017, approximately 66.8%, 63.4% and 67.0%, respectively, of our total revenues were derived from aeronautical services (in 2015, 2016 and 2017, aeronautical services represented 74.6%, 74.6% and 74.9%, respectively, of the sum of our aeronautical and non-aeronautical revenues). Changes in our revenues from aeronautical services are principally driven by the passenger and cargo volumes at our airports. Our revenues from aeronautical services are also affected by the maximum rates we are allowed to charge under the price regulation system established by the SCT and JCAA, respectively. The system of price regulation that applies to our aeronautical revenues allows us to charge up to a maximum rate for each unit of traffic volume (which is measured in workload units) at each airport. Thus, increases in aeronautical services, such as passenger and cargo volume, and therefore the number of workload units that we handle, generate greater revenues.

We also derive revenue from non-aeronautical activities, principally related to the commercial services offered at our airports, such as the leasing of space to restaurants, retailers and service providers. Revenues from non-aeronautical activities are not subject to the system of price regulation established by the SCT and JCAA, respectively. Thus, our non-aeronautical revenues are primarily affected by the passenger volume at our airports and the mix of commercial services offered at our airports, the contracts that we have with the providers of those commercial services and our ability to increase the rates we charge to those service providers. While we expect that aeronautical revenues will continue to represent a majority of our future aeronautical and non-aeronautical revenues, growth of our revenues from commercial activities generally has exceeded, and we expect will continue to exceed, the growth rate of our aeronautical revenues. As a result, in recent years we have completed renovation projects to improve the product mix of retail stores in the commercial areas at our Guadalajara, Puerto Vallarta, Los Cabos, Guanajuato, Tijuana, Manzanillo, Morelia, Hermosillo and La Paz international airports. Similarly, we intend to redesign and expand the space available to commercial activities in our other airports’ terminals. We also expect to continue renegotiating agreements with terminal tenants to be more consistent with market practices and to recover the rights to certain non-aeronautical businesses at our airports previously or currently operated by third parties and developing new sources of non-aeronautical revenues through the direct operation of certain businesses such as our VIP lounges, advertising, convenience stores and car parking lots, among others. Also, see “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Non-Aeronautical Services – Recent Expansion and Development of Commercial Areas”

Traffic at our airports may be adversely affected by increased levels of competition as a result of the attractiveness, affordability and accessibility of competing tourist destinations in Mexico, such as Acapulco and Cancun, or elsewhere, such as Hawaii, Puerto Rico, Florida, Cuba, the Dominican Republic and other Caribbean islands and destinations in Central America. In addition, we expect increased competition as a result of the government granting new concessions or amending existing permits for other airports that may compete with our airports. For more information, see “Item 3, Key Information – Risk Factors – Risks Related to Our Operations – Competition from other tourist destinations could adversely affect our business” and “Item 3, Key Information – Risk Factors – Risks Related to the Regulation of Our Business – The Mexican and Jamaican governments could grant new concessions that compete with our airports. ”

International passengers and international flights pay tariffs denominated in U.S. dollars. However, in Mexico, these tariffs are generally invoiced and collected in Mexican pesos. Because such tariffs are invoiced taking into account the average of the exchange rate for the 30 days prior to the date of a flight, a significant depreciation of the peso during the final two months of any year could result in our exceeding our maximum rates, which would be a violation of our concession. If a significant depreciation of the peso occurred, we could be required to issue rebates to airline customers to avoid exceeding our maximum rates. On the other hand, a significant appreciation of the peso could result in us invoicing substantially less than our maximum rate per workload unit. We do not have any means of recovering lost revenue if we charge less than the maximum rate as a result of a significant appreciation in the peso. We attempt to set our U.S. dollar-denominated tariffs so as to avoid exceeding our maximum rates while attempting to charge as close to the maximum rate as possible. Since the beginning of our Mexican concessions, fluctuations in the peso have not caused us to exceed our maximum rates or required us to issue rebates to avoid exceeding our maximum rates.

As long as we are able to ensure that our revenues do not exceed our maximum rates as discussed above, a depreciation in the peso has a positive effect on our revenues from a commercial and aeronautical operations perspective while an appreciation in the peso has a negative effect. Tariffs on international passengers and international flights and some of our contracts with commercial services providers are denominated in U.S. dollars, but only in the case of charges for international passengers and international flights are charges invoiced and collected in Mexican pesos. Therefore, depreciation in the peso against the U.S. dollar results in us collecting more pesos than before the depreciation, whereas appreciation of the peso results in us collecting fewer pesos, which may result in lower commercial revenues in the future, especially if the appreciation continues unabated or surpasses historic levels of appreciation. In addition, although most of our operating costs are denominated in pesos, we cannot predict whether our cost of services will increase as a result of the depreciation of the peso or as a result of other factors.

The peso depreciated from Ps.14.75 per U.S. dollar on December 31, 2014 to Ps.17.20 per U.S. dollar on December 31, 2015. In 2016, the peso again depreciated, reaching Ps.20.66 per U.S. dollar on December 31, 2016. In 2017, the peso appreciated reaching Ps.19.74 per U.S. dollar on December 31, 2017. On April 13, 2018, the exchange rate was Ps.18.0795 per U.S. dollar.

On February 20, 2015, we made our debut issuance of long-term debt securities on the Mexican market for a total of Ps.2.6 billion. The proceeds from the issuance of Ps.2.6 billion were used to repay in full our outstanding bank debt in the amount of Ps.1.7 billion and to finance capital investments set forth in the Master Development Programs for 2015. The long-term debt securities were issued in two tranches with the following terms: (i) eleven million five-year debt securities issued under the ticker symbol “GAP 15” at a nominal value of Ps.100 each, for a total value of Ps.1.1 billion, on which interest is payable every 28 days at a variable rate of TIIE-28 plus 24 basis points, and the principal payable at maturity on February 14, 2020; and (ii) fifteen million ten-year debt securities issued under the ticker symbol “GAP 15-2” at a nominal value of Ps.100 each, for a total value of Ps.1.5 billion, on which interest is payable every 182 days at a fixed rate of 7.08%, and the principal payable at maturity on February 7, 2025.

On January 29, 2016, we issued eleven million new GAP 15 debt securities at a nominal value of Ps.100 each, for a total value of Ps.1.1 billion. This issuance was a reopening of the GAP 15 debt securities originally issued on February 20, 2015, and the new GAP 15 debt securities have the same terms and conditions as the original issuance, except for the issue date and issue price. As a result of this reopening, GAP issued an aggregate total of 22 million GAP 15 debt securities at a nominal value of Ps.100 each, for a total value of Ps.2.2 billion. The proceeds from the reopening were allocated to finance capital investments set forth in the Master Development Programs for 2016.

On July 8, 2016, we issued fifteen million new five-year debt securities under the ticker symbol “GAP 16” at a nominal value of Ps.100 each, for a total value of Ps.1.5 billion, on which interest is payable every 28 days at a variable rate of TIIE-28 plus 49 basis points, and the principal payable at maturity on July 2, 2021. The proceeds from the issuance were allocated to financing the investments set forth in the Master Development Programs for the second half of 2016 and the first quarter of 2017.

On April 6, 2017, we issued fifteen million new five-year debt securities under the ticker symbol “GAP 17” at a nominal value of Ps.100 each, for a total value of Ps.1.5 billion, on which interest is payable every 28 days at a variable rate of TIIE-28 plus 49 basis points, and the principal payable at maturity on March 31, 2022. The proceeds from the issuance were allocated to financing the investments set forth in the Master Development Programs for 2017.

On November 9, 2017, we issued 23 million new five-year debt securities under the ticker symbol “GAP 17-2” at a nominal value of Ps.100 each, for a total value of Ps.2.3 billion, on which interest is payable every 28 days at a variable rate of TIIE-28 plus 44 basis points, and the principal payable at maturity on November 3, 2022. The proceeds from the issuance were allocated to financing the investments set forth in the Master Development Programs for 2018 and 2019.

Accordingly, we financed our committed investments under our Master Development Programs for the 2015-2019 period through the debt market in Mexico. This program was approved on February 2015 by the CNBV, which contemplates a total amount up to Ps. 9 billion. With the last bond issuance completed on November 9, 2017, the Company concluded the approved program.

On February 20, 2017, the Government of Jamaica issued an invitation to prepare and submit a prequalification application to participate in a bidding process (Request for Qualification or “RFQ”) for a public private partnership (PPP) to operate the Norman Manley International Airport (NMIA) in Kingston, which handled 1.6 million passengers in 2017. On May 1, 2017, we submitted the RFQ and on June 19, 2017, we were approved as a prequalified bidder, alongside seven other international airport operators. Also, on the same date the RFP (“Request for Proposal”) was issued to submit the technical and financial bid for this bidding process, which is expected to conclude in the third quarter of 2018.

On February 22, 2018, we announced that Mr. Fernando Bosque Mohíno, our Chief Executive Officer, informed the Board of Directors of his desire to retire after a seven year tenure, to pursue other activities in his home country. Effective April 26, 2018, Mr. Raúl Revuelta Musalem will assume the position of Chief Executive Officer. Mr. Revuelta brings over 18 years of infrastructure sector experience and worked at GAP for over 10 years, as Chief Financial Officer and Director of Commercial Activities, between 2005 and 2015. Currently, Mr. Revuelta is the Chief Executive Officer of the Cross Border Xpress. Mr. Revuelta was Financial Vice President at the Mexican Ministry of Communications and Transportation for six years, where he participated in several privatization processes in the sector and has extensive experience in federal concessions. He has a degree in economics from the Instituto Tecnológico de Estudios Superiores de Monterrey.

The majority of the passenger traffic volume in our Mexican airports is made up of domestic passengers. In 2015, 2016 and 2017, approximately 65.4%, 63.1% and 62.9% of the terminal passengers using our Mexican airports were domestic. The total number of domestic terminal passengers for 2017 increased 11.3% as compared to 2016, and the total number of domestic terminal passengers in 2016 increased 14.0% as compared to 2015. In addition, of the international passengers traveling through our Mexican airports, approximately 88.8% traveled on flights originating in or departing to the United States during 2017, as compared to 89.3% and 89.7% in 2016 and 2015, respectively. Accordingly, our results of operations are influenced strongly by changes to Mexican economic conditions and to a lesser extent influenced by U.S. economic and other conditions, particularly trends and events affecting leisure travel and consumer spending. Many factors affecting our passenger traffic volume and the mix of passenger traffic in our airports are beyond our control.

In 2017, we had 36.5 million terminal passengers (22.9 million domestic and 13.5 million international), of which 104.6 thousand were on general aviation flights, and an additional 138.1 thousand were transit passengers. Approximately 24.9% of our transit passengers were handled at Tijuana International Airport.

During 2017, the CBX served 1.9 million passengers, who are considered domestic passengers under our internal recording system but are reported as international passengers for market disclosure purposes. Therefore, the proportion of international passengers was 27.0% in our Tijuana airport.

The majority of the passenger traffic volume in Jamaica is made up of international passengers. In 2017, approximately 99.8% of the terminal passengers using the Montego Bay airport were international. Additionally, of the international passengers traveling through the Montego Bay airport, approximately 67.8% traveled on flights originating in or departing to the United States during 2017. Accordingly, MBJA’s results of operations are influenced strongly by international and U.S. economic and other conditions, particularly trends and events affecting leisure travel and consumer spending. Many factors affecting our passenger traffic volume are beyond our control.

In 2017, we had approximately 4.2 million terminal passengers, of which approximately 18.9 thousand were on general aviation flights (excludes IAM JetCentre passengers which use FBO), and an additional 59.1 thousand were transit passengers.

The following table sets forth certain operating and financial information relating to certain of our revenues and passenger and cargo volumes in Mexico and Jamaica for the years indicated:

	Year ended December 31,
	2015			2016			2017
Macroeconomic indicators:
Change in Mexican GDP (1)		2.5	%		2.3	%		2.1	%
Change in Mexican CPI (2)		2.1	%		3.4	%		6.8	%
Change in U.S. GDP (3)		2.6	%		1.6	%		2.3	%
Change in U.S. CPI (4)		0.7	%		2.1	%		2.1	%
Passenger volumes (thousands of passengers) (5),(6) :
Domestic terminal passengers in Mexico		18,071.2			20,608.0			22,932.8
International terminal passengers in Mexico		9,552.7			12,039.3			13,550.2
Mexican total terminal passengers		27,623.9			32,647.4			36,483.0
Domestic terminal passengers in Jamaica		7.1			8.7			8.9
International terminal passengers in Jamaica		2,688.3			3,892.9			4,216.7
Jamaican total terminal passengers		2,695.4			3,901.6			4,225.6
Total terminal passengers (thousands)		30,319.3			36,549.0			40,708.6
Cargo volumes (thousands of cargo units) (5),(6) :
Cargo units in Mexico		1,784.5			1,933.2			2,029.3
Cargo units in Jamaica		47.6			69.1			69.1
Total cargo units		32,151.4			38,551.3			42,807.0
Other operating and financial information:
Change in total terminal passengers (6)		22.7	%		20.5	%		11.4	%
Change in total workload units (6)		21.1	%		19.9	%		11.0	%
Aeronautical revenues (millions of pesos)	Ps.	5,419.0		Ps.	7,037.9		Ps.	8,280.5
Change in aeronautical revenues (6)		38.0	%		29.9	%		17.7	%
Aeronautical revenues per workload unit	Ps.	168.5		Ps.	182.3		Ps.	193.4
Change in aeronautical revenues per workload unit (6)		14.0	%		8.3	%		6.0	%
Non-aeronautical revenues (millions of pesos)	Ps.	1,849.3		Ps.	2,393.6		Ps.	2,772.9
Change in non-aeronautical revenues (6)		38.2	%		29.4	%		15.8	%
Non-aeronautical revenues per terminal passenger	Ps.	61.0		Ps.	65.5		Ps.	68.1
Change in non-aeronautical revenues per terminal passenger (6)		12.5	%		7.4	%		4.0	%

We classify our revenues into three categories: (i) revenues from aeronautical services; (ii) revenues from non-aeronautical services; and (iii) revenues from improvements to concession assets. Historically, a majority of our revenues have been derived from aeronautical services; however, with the inclusion of revenues from improvements to concession assets, revenues from aeronautical services and from non-aeronautical services will account for a smaller percentage of total revenues. For example, in 2015, 2016 and 2017, with the inclusion of revenues from improvements to concession assets, aeronautical revenues represented 66.8%, 63.4% and 67.0%, respectively, of total revenues. In 2015, 2016 and 2017, with the inclusion of revenues from improvements to concession assets, non-aeronautical revenues represented 22.8%, 21.5% and 22.4%, respectively, of total revenues. Aeronautical revenues and non-aeronautical revenues, however, represented 74.6% and 25.4%, respectively, of the sum of aeronautical and non-aeronautical revenues in 2015, 74.6% and 25.4%, respectively, of the sum of aeronautical and non-aeronautical revenues in 2016 and 74.9% and 25.1%, respectively, of the sum of aeronautical and non-aeronautical revenues in 2017. In 2015, 2016 and 2017, revenues from improvements to concession assets accounted for 10.3%, 15.1% and 10.6%, respectively, of our total revenues.

Our revenues from aeronautical services are subject to price regulation under the applicable maximum rate at each of our airports, and principally consist of passenger charges, aircraft landing and parking charges, airport security charges, passenger walkway charges, leasing of space in our airports to airlines (other than first class/VIP lounges and other similar non-essential activities) and complementary services (i.e., fees from handling and catering providers, permanent ground transportation operators and access fees from fuel providers at our airports).

Our revenues from non-aeronautical services are not subject to price regulation under our maximum rates and generally include revenues earned from car parking, leasing of space in our airports to airlines and complementary service providers (for first class/VIP lounges and similar non-essential activities), rental and royalty payments from third parties operating stores, providing commercial services at our airports (such as car rental agencies, food and beverage providers and retail and duty-free store operators), as well as advertising and fees collected from other miscellaneous sources, such as vending machines and timeshare developers. Additionally, we derive revenues from recovery of costs that are included in our non-aeronautical services.

Our revenues from improvements to concession assets represent the fair value of the additions and upgrades to the concession that we undertake in accordance with our Master Development Programs in Mexico and our Capital Development Program in Jamaica. In exchange for making those additions and upgrades, the governments of Mexico and Jamaica grant us the right to obtain benefits for services provided using those assets, which are recognized as intangible assets. This represents an exchange of dissimilar goods or services rather than an actual cash exchange since we receive an intangible asset for the construction services we provide. Through a bidding process, we hire third parties to make the additions and upgrades. The amount of revenues for these services is equal to the costs of making the additions and upgrades since those values represent the fair value of the goods or services received as there is no profit margin stemming from these construction services. Although these revenues do not generate actual cash inflows, IFRS requires that they be recorded given that revenue generation is inherent in an exchange of dissimilar services, similar to a barter transaction. These revenues do not have a cash impact on our results.

For a detailed description of the components of our revenue categories, see “Item 4, Information on the Company – Business Overview – Our Sources of Revenues.”

The following table sets forth our revenues from aeronautical services for the years indicated:

	Year ended December 31,
	2015(1)						2016					2017
	Amount			Percent			Amount		Percent			Amount		Percent
		(millions of pesos, except percentages and workload unit data)
Aeronautical Revenues:
Passenger charges	Ps.		4,482.4		82.7	%	Ps.	5,763.0		81.9	%	Ps.	6,750.8		81.5	%
Aircraft landing charges			284.3		5.2			518.4		7.4			681.1		8.2
Aircraft parking charges			171.4		3.2			111.8		1.6			133.9		1.6
Airport security charges			113.6		2.1			161.0		2.3			181.3		2.2
Passenger walkway charges			18.3		0.3			31.2		0.4			34.8		0.4
Leasing of space to airlines			96.7		1.8			123.2		1.8			133.4		1.6
Revenues from complementary service providers (2)			252.4		4.7	%		329.3		4.7	%		365.2		4.4	%
Total Aeronautical Revenues	Ps.		5,419.0		100.0	%	Ps.	7,037.9		100.0	%	Ps.	8,280.5		100.0	%
Other Information:
Total workload units (millions) (3)			32.2					38.6					42.8
Total aeronautical revenues per workload unit	Ps.		168.5				Ps.	182.3				Ps.	193.5
Change in aeronautical revenues (4)					38.0	%				29.9	%				17.7	%
Change in total aeronautical revenues per workload unit (4)					14.0	%				8.3	%				6.1	%

Under the relevant agreements with airlines, our specific prices are structured such that the substantial majority of our aeronautical revenues are derived from passenger charges, and we expect that this will continue to be the case in any future agreements. We earn passenger charges from each departing passenger at our airports (except certain exclusions in each of Mexico and Jamaica, described above under “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Aeronautical Services – Passenger Charges”). In 2015, 2016 and 2017, passenger charges represented 82.7%, 81.9% and 81.5%, respectively, of our aeronautical services revenues and 55.3%, 51.9% and 54.6%, respectively, of our total revenues (in 2015, 2016 and 2017, passenger charges represented 61.7%, 61.1% and 61.1%, respectively, of the sum of aeronautical and non-aeronautical revenues).

The following table sets forth the number of passengers paying passenger charges per airport for the years indicated:

The system of price regulation applicable to our aeronautical revenues in Mexico establishes a maximum rate in pesos for each Mexican airport for each year in a five-year period, which is the maximum annual amount of revenues per workload unit that we may earn at that airport from aeronautical services. As of December 31, 2014, the SCT determined the maximum rates for our airports for each year through December 31, 2019. Our aeronautical revenues are determined largely by the number of workload units at each of our airports, which is primarily driven by passenger traffic levels, multiplied by the value of the maximum tariffs approved by the SCT. In addition, aeronautical revenues differ among our airports to the extent passenger traffic levels differ among these airports. See “Item 4, Information on the Company – Regulatory Framework – Mexican Aeronautical Services Regulation” for a description of our maximum rates and the rate-setting procedures for future periods.

Our Mexican concessions provide that our maximum rates must be adjusted on an annual basis as determined by the efficiency factor and by changes in inflation. See “Item 4, Information on the Company – Regulatory Framework – Mexican Aeronautical Revenues Regulation – Methodology for Determining Future Maximum Rates.” Under the regulatory system applicable to our Mexican aeronautical revenues, we can set the specific price for each category of aeronautical services every six months (or more frequently if accumulated inflation since the last adjustment exceeds 5%), as long as the total aeronautical revenues per workload unit each year at each of our airports do not exceed the maximum rate set for such airport for that year. Although the SCT may in some cases authorize an increase in our maximum rates, we must negotiate with our principal airline customers the specific rates applicable to each aeronautical activity. As a result, we are not always able to increase prices up to the amount of maximum rates.

Aeronautical revenue per workload unit is an indicator that is calculated by dividing total aeronautical revenues by the workload units for a given period. This indicator is affected annually, except for years in which the new maximum tariffs are set, by:

For the period from January 1, 2015 until December 31, 2019, the efficiency factor is 0.70%. Our weighted average maximum tariffs, as determined by the SCT (prior to inflation adjustments using the Mexican PPI), increased 2.0% in 2015, decreased 0.7% in 2016 and decreased 0.7% in 2017, mainly as a result of the efficiency factor. At the same time, the Mexican PPI, excluding petroleum, increased by 5.3%, 10.3% and 4.4% in 2015, 2016 and 2017, respectively. Our weighted average maximum tariffs as adjusted by the efficiency factor and the Mexican PPI, excluding petroleum, increased 7.5% in 2015, increased 9.6% in 2016 and increased 3.8% in 2017. The total workload units at our Mexican airports were 29.4 million, 34.6 million and 38.5 million in 2015, 2016 and 2017, respectively, representing an increase of 10.8% in 2015, an increase of 17.6% in 2016 and an increase of 11.3% in 2017. Accordingly, when calculating aeronautical revenue per workload units, the result will fluctuate depending on the relative changes in the aforementioned factors. During 2015, 2016 and 2017, average aeronautical revenues per workload unit were Ps.168.5, Ps.182.3 and Ps.193.4, respectively, which represented an increase of 14.0%, an increase of 8.3% and an increase of 6.0% in 2015, 2016 and 2017, respectively. The increase in 2015, 2016 and 2017 resulted mainly from increases in traffic and tariffs due to adjustments for inflation.

Historically, we have set our prices for regulated services at our Mexican airports as close as possible to the maximum rates allowed in any given year, and we expect to pursue this pricing strategy in the future. However, there can be no assurance that we will be able to collect virtually all of the revenues we are entitled to earn from services subject to price regulation in the future or that we will not be sanctioned in case we exceed our maximum rates. In prior years, in order to ensure our compliance with the maximum rate at a particular Mexican airport when the possibility of exceeding that maximum rate arose, we have taken actions in the latter part of the year, such as reducing our specific prices for aeronautical services and offering discounts or rebates, to ensure our compliance with the applicable maximum rate. For a discussion of risks related to our ability to set specific prices, see “Item 3, Key Information – Risk Factors – Risks Related to the Regulation of Our Business – We provide a public service regulated by the governments of Mexico and Jamaica, and our flexibility in managing our aeronautical activities is limited by the regulatory environments in which we operate ” and “Item 3, Key Information – Risk Factors – Risks Related to the Regulation of Our Business – If we exceed the maximum rate at any Mexican airport at the end of any year, we could be subject to sanctions.”

In Jamaica, MBJA’s revenues from passenger charges, aircraft landing and parking charges, airport security charges and passenger walkway charges are regulated by the JCAA. See “Item 4, Information on the Company – Business Overview – Our Sources of Revenues – Aeronautical Services.”

The system of price regulation applicable to MBJA’s aeronautical revenues establishes maximum rates in U.S. dollars for a five-year period for charges levied on airlines and passengers using a price cap mechanism. Permission for any increase in the levy of regulated charges, which include passenger charges, aircraft landing and parking charges, passenger walkway charges and airport security charges, must be granted by the JCAA. The airport charges were established with the concession on April 12, 2003. The first review period was concluded in November 2014 with the determination of new charges effective April 1, 2015. For example, maximum passenger charges increased from U.S.$8.50 to U.S.$19.34 per departing passenger. Thereafter, regulated aeronautical charges will be reviewed every five years, with charges adjusted on an annual basis according to the U.S. CPI. Aeronautical charges were adjusted by (0.20)% and 1.13% in 2016 and 2017, respectively. Charges will be adjusted by 2.2% beginning January 2018. See “Item 4, Information on the Company – Regulatory Framework – Jamaican Aeronautical Services Regulation” for a description of MBJA’s maximum regulated charges and the procedures for setting maximum regulated charges for future periods.

Non-aeronautical services historically generate a smaller portion of our total revenues as compared to aeronautical services. Non-aeronautical revenues represented 22.8%, 21.5% and 22.4% of total revenues in 2015, 2016 and 2017, respectively. Non-aeronautical revenues per terminal passenger were Ps.61.0, Ps.65.5 and Ps.68.1 in 2015, 2016 and 2017, respectively. None of our revenues from non-aeronautical services are subject to price regulation under our maximum-rate price regulation systems.

Our revenues from non-aeronautical services are principally derived from commercial activities. We divide non-aeronautical commercial activities into revenues from businesses operated by third parties and revenues from businesses operated directly. Businesses operated by third parties include leasing of space in our airports to airlines and complementary service providers (for first class/VIP lounges and similar non-essential activities) and rental and royalty payments from third parties operating stores and providing commercial services at our airports, such as timeshare developers, retail stores, food and beverage providers, car rental agencies and duty-free store operators, as well as fees collected from other miscellaneous sources, such as vending machines. Businesses operated directly by us include car parking, advertising, VIP lounges and convenience stores. Additionally, we derive revenues from recovery of costs which are included in our non-aeronautical revenues.

The following table sets forth our revenues from non-aeronautical services for the years indicated:

	Year ended December 31,
	2015(1)					2016					2017
	Amount		Percent			Amount		Percent			Amount		Percent
	(millions of pesos, except percentages and workload unit data)
Non-aeronautical Services:
Businesses operated by third parties:
Leasing of space (2)	Ps.	145.5		7.9	%	Ps.	177.1		7.4	%	Ps.	203.5		7.3	%
Car rentals		147.4		8.0			198.7		8.3			234.8		8.5
Food and beverage operations		169.8		9.2			220.5		9.2			276.3		10.0
Retail operations		175.9		9.5			269.3		11.3			314.9		11.4
Duty-free operations		247.6		13.4			348.9		14.6			397.6		14.3
Timeshare operators		139.6		7.5			173.5		7.2			186.9		6.7
Ground transportation		86.9		4.7			131.3		5.5			120.2		4.3
Communications and financial services		39.2		2.1			49.2		2.1			69.9		2.5
Other		30.4		1.6			46.5		1.9			92.9		3.4
Total businesses operated by third parties:		1,182.3		63.9	%		1,615.0		67.5	%		1,897.0		68.4	%
Businesses operated directly by us:
Car parking charges		251.5		13.6			254.1		10.6			277.2		10.0
Advertising		121.8		6.6			156.5		6.5			154.6		5.6
VIP lounges		65.0		3.5			112.0		4.7			154.7		5.6
Convenience stores		81.5		4.4			93.8		3.9			89.2		3.2
Total businesses operated directly by us:		519.8		28.1			616.4		25.8			675.7		24.4
Recovery of costs (3)		147.2		8.0			162.2		6.8			200.2		7.2
Total non-aeronautical revenues	Ps.	1,849.3		100.0	%	Ps.	2,393.6		100.0	%	Ps.	2,772.9		100.0	%
Other Information:
Total terminal passengers (millions)		30.3					36.5					40.7
Non-aeronautical revenues per terminal passenger	Ps.	61.0				Ps.	65.6				Ps.	68.1
Change in non-aeronautical revenues per terminal passenger (year-on-year)				12.6	%				7.4	%				3.9	%

In 2017, revenues from non-aeronautical services in our airports accounted for 22.4% of the total revenues generated by our airports (in 2017, non-aeronautical revenues represented 25.1% of the sum of aeronautical and non-aeronautical revenues). While we believe that aeronautical revenues will continue to represent a majority of our future revenues, we currently estimate that the growth rate of our revenues from commercial activities will likely exceed the growth rate of our aeronautical revenues (as was the case during the period from 2015 to 2017), except in the years in which the maximum tariffs are reset. In the last year, non-aeronautical revenues per terminal passenger increased 4.0% (from Ps.65.5 in 2016 to Ps.68.1 in 2017, during which time the number of terminal passengers increased 11.4 %).

Non-aeronautical revenues per terminal passenger show the average revenue generated by the commercial areas of our airports, and it is calculated by dividing total non-aeronautical revenues by the number of terminal passengers during the same period. Therefore if non-aeronautical revenues decline proportionately less than the decline in the number of terminal passengers during a period, non-aeronautical revenues per terminal passenger will increase despite the decrease in non-aeronautical revenues. Non-aeronautical revenues per terminal passenger are principally affected by:

Certain categories of non-aeronautical revenues are directly impacted by passenger traffic (for example car parking and rental, and food and beverage providers) while others are not (for example leasing of space, on which we earn at least a minimum fixed rent indexed to inflation each year, which may be increased by royalty-based payments as discussed below). Accordingly, non-aeronautical revenues do not always behave in the same manner as passenger traffic or workload units.

Approximately 98.2% of the contracts with third-party tenants that could be arranged as royalty-based have already been executed under those conditions (representing approximately 87.1% of our total non-aeronautical revenues). Under a royalty-based contract the amount tenants must pay is based on tenants’ revenues, subject to minimum guaranteed fixed amounts related to the square footage of the space leased. When the royalty-based amount is lower than the minimum guaranteed amount, the tenant must still pay the latter. Therefore, a decrease in passenger traffic volumes would result in a reduction in non-aeronautical revenues from such tenants only if, prior to such decrease in passenger traffic, the sales of royalty-based tenants were higher than the minimum guaranteed amount. As a result, during periods in which airports experience a reduction in passenger traffic volumes, non-aeronautical revenues may remain stable due to the minimum guaranteed amount received by the airport under the lease contract, thereby resulting in a potential increase in non-aeronautical revenues per workload unit.

During 2015, 2016 and 2017, non-aeronautical revenues were Ps.1,849.3 million, Ps.2,393.6 million and Ps.2,772.9 million, respectively, representing an increase of 29.4% in 2016 and an increase of 15.8% in 2017. During 2017, non-aeronautical revenues increased more than terminal passengers, which increased 11.4%. In 2017, non-aeronautical revenues per terminal passenger increased from Ps.65.5 per passenger in 2016 to Ps.68.1 per passenger in 2017, representing an increase of 4.0% from 2016 to 2017.

IFRIC 12 requires, subject to certain conditions, that the infrastructure of a service concession contract falling within its scope not be recognized as property, plant and equipment. It also requires that revenues obtained when the operator performs both construction or upgrade services and operating services under a single contract be recognized according to each type of service provided, based on the fair value of consideration received at the time the service is rendered. We recognize revenues and the associated costs of improvements to concession assets in relation with the concession’s obligation to perform improvements as established in the Master Development Programs in Mexico and Capital Development Program in Jamaica. Revenues represent the value of the exchange between ourselves and the respective government with respect to the improvements, given that we construct or provide improvements to the airports as obligated under the Master Development Programs in Mexico and Capital Development Program in Jamaica, and in exchange, the respective government grants us the right to obtain benefits for services provided using those assets, which are recognized as intangible assets. We have determined that our obligations per the Master Development Programs in Mexico and Capital Development Program in Jamaica should be considered to be a revenue-earning activity as all expenditures incurred to fulfill the Master Development Programs and Capital Development Program are included in the tariffs. Therefore we recognize the revenue and expense in profit or loss when the expenditures are performed. The cost for such additions and improvements to concession assets is based on actual costs incurred by us in the execution of the additions or improvements, considering the investment requirements in the Master Development Programs and Capital Development Program.

Through bidding processes, we contract third parties to carry out such construction. The amount of revenues for these services is equal to the amount of costs incurred, as we do not obtain any profit margin for these construction services. The amounts paid are set at market value. As a result, revenues from improvements to concession assets do not have a cash impact on our results. Furthermore, they are not directly related to our passenger traffic, which is the main driver of our revenues. In 2015, we recognized Ps.838.6 million in revenues from improvements to concession assets. In 2016, we recognized Ps.1,676.0 million in revenues from improvements to concession assets. This represented an increase of 99.9% as compared to 2015, due to higher investment commitments under our Master Development Programs. During 2016, MBJA recognized Ps.14.3 million in revenues from improvements to concession assets, while MBJA recognized no revenues from improvements to concession assets from April 1, 2015 to December 31, 2015. In 2017, we recognized Ps.1,312.5 million in revenues from improvements to concession assets. This represented a decrease of 21.7% as compared to 2016, which was the year with the highest committed investment under the Master Development Programs for 2015-2019. During 2017, MBJA recognized Ps.66.1 million in revenues from improvements to concession assets.

The following table sets forth our operating costs and certain other related information for the years indicated:

	Year ended December 31,
	2015 (1)			2016			2017
	Amount			Amount			Amount			% change
	(millions of pesos, except percentages and passenger data)
Operating Costs:
Cost of services:
Employee costs	Ps.	502.8		Ps.	584.6		Ps.	663.4			13.5		%
Maintenance		302.2			346.8			505.3			45.7		%
Safety, security and insurance		249.8			282.3			317.0			12.3		%
Utilities		192.2			222.9			278.9			25.1		%
Other		311.3			345.8			345.8			(0.1	)	%
Total cost of services		1,558.3			1,782.4			2,110.4			18.4		%
Technical assistance fees		236.5			301.8			357.5			18.5		%
Concession taxes		483.1			764.3			944.2			23.5		%
Depreciation and amortization:
Depreciation (2)		206.7			300.9			324.5			7.8		%
Amortization (3)		949.7			1,047.5			1,119.1			6.8		%
Total depreciation and amortization		1,156.4			1,348.4			1,443.6			7.1		%
Other income - net		(254.6	)		(0.3	)		(83.9	)		28,331.2		%
		3,179.7			4,196.7			4,771.7			13.7		%
Cost of improvements to concession assets		838.6			1,676.0			1,312.5		(21.7)			%
Total operating costs	Ps.	4,018.3		Ps.	5,872.7		Ps.	6,084.2			3.6		%
Other Information:
Total workload units (thousands) (4)		32,151.4			38,551.2			42,806.9			11.0		%
Cost of services per workload unit	Ps.	48.5		Ps.	46.2		Ps.	49.3			6.6		%
Cost of services / the sum of aeronautical and non-aeronautical revenues (5)		21.4	%		18.9	%		19.1	%

Our cost of services consists primarily of employee costs, maintenance, safety, security and insurance costs, as well as utilities (a portion of which we recover from our tenants) and various other miscellaneous expenses. Cost of services per workload unit is an indicator that is calculated by dividing cost of services by the workload units for a given period. This indicator is affected annually by:

Therefore, if the cost of services increases less in proportion to the increase in workload units, the cost of service per workload unit decreases. Similarly, cost of service per workload units increases in periods in which the costs of service remains stable but workload units declined.

Our cost of services per workload unit was Ps.48.5 in 2015, Ps.46.2 in 2016 and Ps.49.3 in 2017, a decrease of 4.6% from 2015 to 2016 and an increase of 6.6% from 2016 to 2017. In 2017, cost of services per workload unit increased 6.6%, as a result of a higher increase in costs of services in proportion to the increase in total workload units. Cost of services increased 18.4%, and total workload units increased 11.0%. Cost of services increased Ps. 328.0 million primarily due to an increase in maintenance costs of Ps.158.5 million, employee costs of Ps.78.8 million, utilities of Ps.56.0 million and safety and security costs of Ps.34.7 million. Cost of services increased Ps.317.1 million for our Mexican airports, which was mainly due to a Ps.149.9 million increase in maintenance, a Ps.82.7 million increase in employee costs, a Ps.36.9 million increase in utilities, and a Ps.36.1 million increase in safety, security and insurance costs. Cost of services at MBJ increased Ps. 11.0 million mainly due to an increase of Ps.19.1 million in utilities, a Ps. 8.6 million increase in maintenance costs, and partially offset by a decrease of Ps.11.4 million in other costs. Our income from operations divided by the sum of aeronautical and non-aeronautical revenues (operating margin) increased 130 basis points from 55.5% in 2016 to 56.8% in 2017.

Under the technical assistance agreement, AMP provides management and consulting services as well as technical assistance and technological and industry knowledge and experience to us in exchange for a fee. This agreement is more fully described in Item 7 hereof. Since January 1, 2002, the fee has been equal to the greater of U.S.$4.0 million (adjusted annually for U.S. inflation) and 5% of our annual consolidated operating income, defined as earnings before interest income or expense (calculated prior to deducting the technical assistance fee, income taxes, depreciation and amortization and in each case determined in accordance with MFRS). The technical assistance fee is a component of our maximum tariffs and is collected through the maximum tariffs charged. In 2015, 2016 and 2017, this fee was Ps.234.9 million, Ps.301.8 million and Ps.357.5 million, respectively.

MBJA had a technical assistance agreement with Vantage which expired on April 3, 2015 and was not renewed. Accordingly, there were no technical assistance fees for 2016 or 2017 payable to Vantage. In the period from April 1 to December 31, 2015, this fee amounted to Ps.1.6 million. Under the agreement, Vantage provided management and consulting services as well as technical assistance and technological and industry knowledge and experience to us in exchange for a fee.

We are subject to the Mexican Federal Duties Law, which requires each of our Mexican airports to pay a concession tax to the Mexican government currently equal to 5% of the gross annual revenues (excluding revenues from improvements to concession assets) of each concession holder obtained from the use of public domain assets pursuant to the terms of its concession. The concession tax rate may vary on an annual basis as determined solely by the Mexican Federal Congress, and there can be no assurance that this rate will not increase in the future. If Mexico’s Federal Congress increases the concession tax rate, we are entitled to request an increase in our maximum rates from the SCT; however, there can be no assurance that the SCT would approve our request.

In 2015, 2016 and 2017, this tax amounted to Ps.312.0 million, Ps.389.5 million and Ps.461.2 million, respectively.

Under the terms of the Concession Agreement and the relevant tax legislation, MBJA is required to pay a monthly concession fee per workload unit, subject to annual adjustments based on increases in the U.S. CPI, to the Jamaican government to allow it to use and develop the assets subject to the concession. MBJA is also required to pay an additional concession fee equal to 45% of any revenues earned in excess of the forecast revenues established in the Concession Agreement. This additional concession fee considers the period from April to March of each year, with payment required yearly.

According to the Concession Agreement, once a 25% cumulative annualized internal rate of return hurdle (“IRR Hurdle”) is reached (as measured from the date of the first equity contribution to the concessionaire), any equity distributions above the IRR Hurdle to MBJA’s shareholders must be matched by an equal payment to the AAJ as owner of the concession assets (“Excess Benefit Payment”). Equity distributions include any dividend, capital reduction, interest, fee, loan or other payment to MBJA’s shareholders. To date, MBJA’s IRR Hurdle has not been reached; the aggregate as of December 2017 was of 11.0%.

The concession fee applied in 2015 was U.S.$2.73 per workload unit serviced. In the period from April 1 to December 31, 2015, the sum of these monthly and annual concession fees was Ps.171.1 million. The concession fee applied in 2016 was U.S.$2.75 per workload unit serviced. In 2016, the sum of these monthly and annual concession fees was Ps.374.8 million. The concession fee applied in 2017 was U.S.$2.88 per workload unit serviced. In 2017, the sum of these monthly and annual concession fees was Ps.483.0 million.

The additional concession fee for the concession year ending March 2016, March 2017 and March 2018 was U.S.$4.9 million, U.S.$11.1 million and approximately U.S.$14.4 million, respectively. No concession fee was due or paid for the period ending March 2015.

Our depreciation and amortization expenses primarily reflect the amortization of our investment in our twelve Mexican concessions, which we began amortizing for accounting purposes in August 1999, the date on which the value of our Mexican concessions was determined based on the value assigned by AMP to our Series BB shares as part of its winning bid to acquire its 15% interest in us. In addition, we amortize the value of certain fixed assets we acquire or build at our Mexican airports pursuant to the investment requirements under our Master Development Programs. In 2015 and 2016, we did not write off any amounts. In 2017, these write-offs totaled Ps.23.5 million. For further information regarding depreciation and amortization expenses, refer to Notes 8, 9, 10, 11 and 12 to our audited consolidated financial statements.

MBJA’s depreciation and amortization expenses primarily reflect the amortization of its investment in the Montego Bay airport, the value of certain fixed assets it acquired pursuant to the investment requirements under the Capital Development Program and amortization of the Montego Bay airport concession’s fair value. For further information regarding depreciation and amortization expenses, refer to Notes 8, 9, 10, 11 and 12 to our audited consolidated financial statements.

In compliance with our Master Development Programs in Mexico and the Capital Development Program in Jamaica, we invest in additions and upgrades to our concession assets and these investments are reflected according to IFRIC 12. In our case, because we hire third parties to provide construction and upgrade services and we do not recognize a premium on the cost of services, our revenues from improvements to concession assets are equal to the cost of improvements to concession assets such that the application of IFRIC 12 does not have a cash impact on our results.

We and each of our subsidiaries pay taxes on an individual (rather than consolidated) basis.

Our effective tax rates in 2015, 2016 and 2017 were 23.4%, 27.4% and 23.3%, respectively. In 2017, our effective tax rate decreased 410 basis points as compared to 2016, resulting from an increase in the benefit of the deferred tax by Ps. 142.6 million as a result of 6.8% inflation in 2017, versus 3.4% in 2016. These changes were offset by an increase in our current tax expense by Ps. 316.7 million resulting from an increase in our earnings before income taxes of 33.6%. In 2016, our effective tax rate increased 400 basis points as compared to 2015, resulting from an increase in our current tax expense derived from an increase in our earnings before income taxes of 27.7%. In 2015, our effective tax rate increased 470 basis points as compared to 2014, resulting from an increase in our current tax expense derived from an increase in our earnings before income taxes of 31.2%. We paid Ps.930.7 million, Ps.1,445.9 million and Ps.1,820.4 million in corporate taxes in 2015, 2016 and 2017, respectively, representing 25.7%, 31.3% and 29.5%, of our earnings before taxes.

Beginning in 2014, significant changes to tax laws applicable in Mexico came into force, with substantial effects for Mexican taxpayers (as published in the Official Gazette on December 11, 2013, the “2014 Fiscal Reform”).

The principal change to affect our business from the 2014 Fiscal Reform was the effect on our deferred income taxes caused by the reform to the Income Tax Law, by which the income tax rate was prospectively increased from 28% to 30%. Starting in 2014, dividends distributed to non-Mexican and individual shareholders and coming from tax retained earnings generated from 2014 and later will generate an additional income tax of 10% directly payable by the shareholders receiving the dividend. We recognized no change due to these reforms in fiscal years 2015, 2016 and 2017.

We regularly review our deferred tax assets for recoverability, which are reduced as necessary to the extent that a future tax benefit is no longer probable, based on an analysis of historical taxable income, projected future taxable income and the expected timing of the reversals of existing temporary differences. In addition, Mexican tax law allows Mexican companies utilizing tax amortization rates that are lower than the maximum allowable rates to modify their tax amortization rates every five years, without exceeding the maximum allowable rate. Beginning in 2000, we utilized rates lower than the 15% maximum allowable rate to amortize our airport concessions and rights to use airport facilities for tax purposes.

According to the mechanism established to recover existing asset tax credit carryforwards, which ultimately benefit us, we have ten years beginning in 2008 to recover those existing asset tax credits. Every year, we review and adjust, as necessary, our financial projections based on new expectations of revenues, expenses and capital expenditures, whether for our Master Development Programs, for new maximum tariffs or new passenger traffic projections. Based on these changes, which resulted in our ability to recover tax on assets previously determined to be unrecoverable, and our financial projections for 2008 to 2017, we recognized Ps.354.9 million in 2007 associated with a previously paid recoverable tax on assets. In 2015, we increased the recoverable tax on assets by Ps.3.2 million, based on revised financial projections from 2016 to 2017. In 2016, we decreased the recoverable tax on assets by Ps.2.6 million and Ps.48.1 million were recovered. In 2017, we decreased the recoverable tax on assets by Ps.7.6 million and Ps.46.6 million were recovered.

Jamaican companies, including MBJA, are required to pay corporate income tax on taxable profit, employer taxes on certain employee costs and a value-added tax on services offered.

Corporate income tax is applicable on taxable profit at a rate of 25%, but taxable profit may be reduced by an employer tax credit of up to the total amount of employer and certain obligatory employee taxes timely paid during any fiscal year. However, this employer tax credit is clawed back if any dividends are paid to shareholders in the subsequent fiscal years, based on a prescribed formula. In 2015 MBJA received a tax credit in the amount of U.S.$ 0.7 million (Ps.12.6 million). For the year ended December 31, 2017, MBJA incurred approximately U.S.$8.4 million (Ps.158.6 million) in corporate income tax liabilities, as compared to U.S.$7.9 million (Ps.148.0 million) for the year ended December 31, 2016. For the year ended December 31, 2015, MBJA incurred approximately U.S.$ 6.4 million (Ps.103.0 million) in corporate income tax liability.

We are subject to the statutory employee profit sharing regime established under the Mexican Federal Labor Law (Ley Federal del Trabajo). Under this regime, 10% of each unconsolidated company’s annual profits (as calculated for tax purposes) must be distributed among its employees, other than its chief executive officer. The profit sharing is derived from the taxable income for the year as adjusted by the income tax for the year as modified per certain provisions.

Under Mexican legislation, we must make payments equivalent to 2% of our workers’ comprehensive daily salary to a defined contribution plan that is part of the retirement savings system. This expense amounted to Ps.4.7 million in 2015, Ps.5.0 million in 2016 and Ps.6.1 million in 2017.

MBJA participates in a defined contribution pension scheme, the assets of which are held in a separate fund administered by trustees and a fund Administrator. Under this contribution pension scheme MBJA pays fixed percentage contributions to the fund, which are funded by payments from employees and the company. MBJA’s contributions are charged to the statement of comprehensive income for the year to which they relate.

The following table sets forth, for the periods indicated, the percentage change in the price of the Mexican peso against the U.S. dollar, the Mexican inflation rate, the U.S. inflation rate, and the Mexican GDP, each as compared to the previous period:

The general condition of the Mexican economy, changes in the value of the peso as compared to the U.S. dollar, inflation and high interest rates have in the past adversely affected, and may in the future adversely affect, our:

Historically, our most profitable airports have been our Guadalajara, Los Cabos and Puerto Vallarta international airports, which handle the majority of our international passengers. We determine profitability per airport by dividing income from operations at each airport by total revenues for that airport. Operating margins at our Tijuana airport historically have been lower than at our other principal airports because the maximum rates applicable to aeronautical services provided at our Tijuana airport are lower than those applicable to our other principal airports. This results from the amortization of our concession relative to the level of revenues being much higher at our Tijuana airport than at our other principal airports because the original concession value assigned to Tijuana International Airport was proportionately higher.

The following table sets forth our results of operations for the years indicated for each of our principal airports and our other subsidiaries:

		Year ended December 31,
	2015				2016			2017
		(thousands of pesos, except percentages)
Guadalajara:
Revenues:
Aeronautical services	Ps.		1,647,398		Ps.	2,039,875		Ps.	2,426,289
Non-aeronautical services			491,395			565,381			645,997
			2,138,793			2,605,256			3,072,286
Improvements to concession assets (5)			126,606			521,056			326,198
Total revenues			2,265,399			3,126,312			3,398,484
Total costs			913,658			1,391,119			1,325,993
Costs of operations (4)			516,939			565,490			659,359
Cost of improvements to concession (5)			126,606			521,056			326,198
Depreciation and amortization			264,975			268,391			295,445
Other (income) expense			5,138			36,182			44,992
Income from operations			1,351,741			1,735,193			2,072,491
Operating margin (1)			59.67	%		55.50	%		60.98	%
Tijuana:
Revenues:
Aeronautical services	Ps.		702,069		Ps.	974,023		Ps.	1,158,896
Non-aeronautical services			190,578			265,700			304,023
			892,647			1,239,723			1,462,919
Improvements to concession assets (5)			278,716			376,290			203,664
Total revenues			1,171,363			1,616,013			1,666,583
Total costs			688,270			850,085			782,618
Costs of operations (4)			271,254			285,424			347,487
Cost of improvements to concession (5)			278,716			376,290			203,664
Depreciation and amortization			133,101			153,644			161,892
Other (income) expense			5,199			34,727			69,576
Income from operations			483,093			765,928			883,965
Operating margin (1)			41.24	%		47.40	%		53.04	%
Los Cabos:
Revenues:
Aeronautical services	Ps.		723,994		Ps.	895,586		Ps.	1,111,293
Non-aeronautical services			400,131			520,347			618,468
			1,124,125			1,415,933			1,729,761
Improvements to concession assets (5)			116,250			189,625			222,106
Total revenues			1,240,375			1,605,558			1,951,866
Total costs			577,288			712,178			780,029
Costs of operations (4)			284,980			305,844			351,195
Cost of improvements to concession (5)			116,250			189,625			222,106
Depreciation and amortization			169,624			188,376			201,241
Other (income) expense			6,434			28,333			5,488
Income from operations			663,087			893,380			1,171,837
Operating margin (1)			53.46	%		55.64	%		60.04	%

	Year ended December 31,
	2015				2016			2017
		(thousands of pesos, except percentages)
Montego Bay: (6)
Revenues:
Aeronautical services	Ps.		731,576		Ps.	1,169,114		Ps.	1,290,079
Non-aeronautical services			264,130			438,575			496,477
			995,706			1,607,689			1,786,556
Improvements to concession assets (5)			—			14,343			66,131
Total revenues			995,706			1,622,032			1,852,687
Total costs			654,404			1,108,756			1,287,224
Costs of operations (4)			433,803			759,330			876,232
Cost of improvements to concession (5)			—			14,343			66,131
Depreciation and amortization			220,601			333,924			344,861
Other (income) expense			—			1,159			—
Income from operations			341,302			513,276			565,463
Operating margin (1)			34.28	%		31.64	%		30.50	%
Puerto Vallarta:
Revenues:
Aeronautical services	Ps.		688,403		Ps.	828,073		Ps.	989,137
Non-aeronautical services			256,281			313,309			371,939
			944,684			1,141,382			1,361,076
Improvements to concession assets (5)			41,325			109,902			101,235
Total revenues			986,009			1,251,284			1,462,310
Total costs			409,323			521,331			599,102
Costs of operations (4)			236,114			247,727			311,346
Cost of improvements to concession (5)			41,325			109,902			101,235
Depreciation and amortization			132,076			139,500			142,763
Other (income) expense			(192	)		24,202			43,758
Income from operations			576,686			729,953			863,209
Operating margin (1)			58.49	%		58.34	%		59.03	%
Guanajuato:
Revenues:
Aeronautical services	Ps.		266,422		Ps.	318,144		Ps.	386,726
Non-aeronautical services			79,994			91,680			116,686
			346,416			409,824			503,412
Improvements to concession assets (5)			27,971			92,516			122,133
Total revenues			374,387			502,340			625,545
Total costs			169,223			251,268			313,181
Costs of operations (4)			97,502			100,332			128,660
Cost of improvements to concession (5)			27,971			92,516			122,133
Depreciation and amortization			43,390			47,960			52,835
Other (income) expense			360			10,460			9,553
Income from operations			205,164			251,072			312,364
Operating margin (1)			54.80	%		49.98	%		49.93	%

	Year ended December 31,
	2015			2016			2017
	(thousands of pesos, except percentages)
Hermosillo:
Revenues:
Aeronautical services	Ps.	199,116		Ps.	245,090		Ps.	272,941
Non-aeronautical services		59,838			68,399			62,481
		258,954			313,489			335,422
Improvements to concession assets (5)		56,975			133,963			174,769
Total revenues		315,929			447,452			510,191
Total costs		205,595			294,530			367,355
Costs of operations (4)		102,437			103,514			113,887
Cost of improvements to concession (5)		56,975			133,963			174,769
Depreciation and amortization		45,364			49,111			59,241
Other (income) expense		819			7,942			19,459
Income from operations		110,334			152,922			142,836
Operating margin (1)		34.92	%		34.18	%		28.00	%
Other Airport Subsidiaries (2) :
Revenues:
Aeronautical services	Ps.	460,044		Ps.	568,015		Ps.	645,162
Non-aeronautical services		106,905			129,681			152,133
		566,949			697,696			797,294
Improvements to concession assets (5)		190,793			238,342			96,256
Total revenues		757,742			936,038			893,551
Total costs		640,098			740,531			692,276
Costs of operations (4)		308,325			307,579			353,824
Cost of improvements to concession (5)		190,792			238,342			96,256
Depreciation and amortization		137,816			159,277			175,473
Other (income) expense		3,165			35,333			66,722
Income from operations		117,644			195,507			201,275
Operating margin (1)		15.53	%		20.89	%		22.53	%
Other Subsidiaries (3) :
Revenues:
Non-aeronautical services	Ps.	—		Ps.	532		Ps.	4,700
Total revenues		—			532			4,700
Total costs		(239,550	)		2,871			(63,591	)
Costs of operations (4)		26,497			173,300			270,067
Depreciation and amortization		9,488			8,204			9,811
Other (income) expense		(275,535	)		(178,633	)		(343,470	)
Income (loss) from operations		(239,550	)		(2,339	)		68,291
Total:
Revenues:
Aeronautical services	Ps.	5,419,022		Ps.	7,037,920		Ps.	8,280,522
Non-aeronautical services		1,849,252			2,393,604			2,772,905
		7,268,274			9,431,524			11,053,427
Improvements to concession assets (5)		838,635			1,676,037			1,312,491
Total revenues		8,106,909			11,107,561			12,365,918
Total costs		4,018,309			5,872,669			6,084,187
Costs of operations (4)		2,277,851			2,848,540			3,412,055
Cost of improvements to concession (5 )		838,635			1,676,037			1,312,491
Depreciation and amortization		1,156,435			1,348,387			1,443,562
Other (income) expense		(254,612	)		(295	)		(83,921	)
Income from operations		4,088,600			5,234,892			6,281,731
Operating margin (1)		50.43	%		47.13	%		50.80	%

As a result of our acquisition of DCA in April 2015, our summary consolidated financial and operating data for the fiscal year ended December 31, 2015 includes the consolidation of DCA from April 1, 2015. Therefore, financial and operating data for the fiscal year ended December 31, 2015 may not be directly comparable with financial and operating data for subsequent fiscal years.

The following table sets forth a summary of our consolidated results of operations for the years indicated:

	Year ended December 31,
	2015				2016			2017			% change
	(thousands of pesos, except percentages)
Revenues:
Aeronautical services	Ps.		5,419,022		Ps.	7,037,920		Ps.	8,280,522		18	%
Non-aeronautical services			1,849,252			2,393,604			2,772,905		16	%
			7,268,274			9,431,524			11,053,427		17	%
Improvements to concession assets			838,635			1,676,037			1,312,491		(22)	%
Total revenues			8,106,909			11,107,561			12,365,918		11	%
Operating costs:
Cost of services			1,558,258			1,782,371			2,110,407		18	%
Technical assistance fees			236,507			301,820			357,451		18	%
Concession taxes			483,086			764,349			944,197		24	%
Depreciation and amortization			1,156,435			1,348,387			1,443,562		7	%
Other income			(254,612	)		(295	)		(83,921	)	28331	%
Cost of improvements to concession assets			838,635			1,676,037			1,312,491		(22)	%
Total costs			4,018,309			5,872,669			6,084,187		4	%
Income from operations			4,088,600			5,234,892			6,281,731		20	%
Finance income (cost)
Interest income, net			(118,415	)		(102,138	)		(198,472	)	94	%
Exchange gain (loss), net			(338,395	)		(500,894	)		99,083		(120)	%
Net finance (cost) income			(456,810	)		(603,032	)		(99,389	)	(84)	%
Share of loss of associate			(13,704	)		(11,728	)		(10,620	)	(9)	%
Income before income taxes			3,618,086			4,620,132			6,171,722		34	%
Income tax expense			847,309			1,266,573			1,440,641		14	%
Profit for the year			2,770,777			3,353,559			4,731,081		41	%
Other comprehensive income
Items that are or may be reclassified subsequently to profit or loss:
Exchange differences on translating foreign operations			482,394			773,453			(226,494	)	(129)	%
Items that will not be reclassified to profit or loss:
Remeasurements of employee benefit – net of income tax		n/a				10,773			(2,602	)	(124)	%
Total comprehensive income for the year			3,253,171			4,137,785			4,501,985		9	%
Profit for the year attributable to:
Controlling interest			2,726,020			3,281,884			4,649,120		42	%
Non-controlling interesting			44,757			71,675			81,961		14	%
Profit for the year			2,770,777			3,353,559			4,731,081		41	%
Total comprehensive income for the year
Controlling interest			3,141,513			3,948,323			4,451,659		13	%
Non-controlling interesting			111,658			189,462			50,326		(73)	%
Total comprehensive income for the year			3,253,171			4,137,785			4,501,985		9	%
Other operating data:
Operating margin (1)			50.4	%		47.1	%		50.8	%
Net margin (2)			34.2	%		30.2	%		38.3	%

Results of Operations for the Year ended December 31, 2017 Compared to the Year Ended December 31, 2016

Total revenues increased by Ps.1,258.3 million, or 11.3%, from Ps.11,107.6 million in 2016 to Ps.12,365.9 million in 2017.The total revenue increase comprised an increase of Ps.1,242.6 million, or 17.7%, in aeronautical services revenues, an increase of Ps.379.3 million, or 15.8%, in non-aeronautical services revenues, and was partially offset by a decrease of Ps.363.6 million, or 21.7%, in revenues from improvements to concession assets as a result of the committed investments outlined in our Master Development Programs.

Aeronautical services revenues increased by Ps.1,242.6 million, or 17.7%, from Ps.7,037.9 million in 2016 to Ps.8,280.5 million in 2017, mainly due to an increase of Ps.1,121.6 million, or 19.1%, in revenues in our Mexican airports as a result of an increase in total passenger traffic and higher passenger fees due to inflation. Revenues from passenger charges in our Mexican airports increased by Ps.913.0 million, or 18.0%, primarily driven by a 12.2% increase in passengers paying passenger charges and the increase in specific tariffs as of January 1, 2017. Revenues from aircraft landing and parking fees in our Mexican airports increased by Ps.175.4 million, or 34.3%, while revenues from the leasing of space to airlines for ticket counters, airport security, complementary services and passenger walkaway charges increased by Ps.33.2 million, or 11.2%. Revenues from the Montego Bay airport increased by Ps.121.0 million, or 10.3% in 2017 compared to 2016, mainly due to an increase in passenger traffic of 8.3% and an increase of the U.S. CPI of 2.1%.

Non-aeronautical services revenues increased by Ps.379.3 million, or 15.8%, from Ps.2,393.6 million in 2016 to Ps. 2,772.9 million in 2017, mainly due to an increase of Ps.282.0 million, or 17.5%, in revenues from businesses operated by third parties, primarily driven by revenues from food and beverage operations, duty-free stores, retail operations, car rental companies, leasing revenues, communications and financial services, which together increased by Ps.233.3 million, or 18.5%. Revenues from businesses operated directly by us increased by Ps.59.3 million, or 9.6%, mainly due to an increase of Ps.42.7 million, or 38.1%, from VIP lounges (related to more passenger visits and the opening of one new lounge in the Guanajuato airport), as well as an increase of Ps.23.1 million, or 9.1%, in revenues from car parking charges.

Revenues from improvements to concession assets decreased by Ps.363.6 million, or 21.7%, from Ps.1,676.0 million in 2016 to Ps.1,312.4 million in 2017. Revenues from improvements to concession assets are determined by committed investments under our Master Development Programs in Mexico and our Capital Development Program in Jamaica. During 2017, the main commitments of improvements to concession assets included: (i) the construction of aprons, rehabilitation of runways and the expansion of the terminal building at the Guanajuato airport, (ii) the expansion of the terminal building at the Guadalajara airport, (iii) the expansion of the aprons and terminal building at the Hermosillo airport, (iv) the expansion of the terminal building and improvement to the operational areas at the Puerto Vallarta airport, (v) improvements to the terminal building and aprons at the Los Cabos airport and (vi) improvements to taxiways and the terminal building at the Tijuana airport.

Total revenues increased at most of our airports, mainly due to increases in aeronautical services revenues.

Total revenues for the Guadalajara airport increased by Ps.272.2 million, or 8.7%, from Ps.3,126.3 million in 2016 to Ps.3,398.5 million in 2017 (revenues increased by Ps.467.0 million, or 17.9%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.386.4 million, or 18.9%, from Ps.2,039.9 million in 2016 to Ps.2,426.3 million in 2017. This increase in aeronautical services revenues was mainly due to a Ps.325.8 million, or 18.8%, increase in passenger charges driven by a 12.4% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.80.6 million, or 14.3%, from Ps.565.4 million in 2016 to Ps.646.0 million in 2017, this increase in non-aeronautical services revenues was primarily due to a Ps.68.2 million increase in revenues from businesses operated by third parties, such as food and beverage operations, car rentals and duty-free stores. Revenues from business lines operated by us increased Ps.12.5 million, or 4.9%, principally as a result of increased revenues from car parking and VIP lounges. Revenues from improvements to concession assets decreased by Ps.194.8 million, or 37.4%, in 2017, as compared to 2016.

Total revenues for the Tijuana airport increased by Ps.50.6 million, or 3.1%, from Ps.1,616.0 million in 2016 to Ps.1,666.6 million in 2017 (revenues increased by Ps.223.2 million, or 18.0%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.184.9 million, or 19.0%, from Ps.974.0 million in 2016 to Ps.1,158.9 million in 2017, this increase in aeronautical services revenues was mainly due to an increase in passenger charges of Ps.155.0 million driven by a 12.2% increase in passenger traffic, as well as increases in revenues from landing, leasing of space to airlines and aircraft parking charges, which together increased by Ps.29.9 million. Non-aeronautical services revenues increased by Ps.38.3 million, or 14.4%, from Ps.265.7 million in 2016 to Ps.304.0 million in 2017, primarily due to an increase of Ps.27.3 million in revenues from business lines operated by third parties, including from leasing of space, food and beverage operations, and other (mostly related to compensation fees from the CBX), as well as an increase of Ps.11.0 million from business lines operated by us, including car parking, VIP lounges, advertising and operation of the baggage screening systems. Revenues from improvements to concession assets decreased by Ps.172.6 million, or 45.9%, in 2017 as compared to 2016.

Total revenues for the Los Cabos airport increased by Ps.346.3 million, or 21.6%, from Ps.1,605.6 million in 2016 to Ps.1,951.9 million in 2017 (revenues increased by Ps. 313.8 million, or 22.2%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps. 215.7 million, or 24.1% from Ps. 895.6 million in 2016 to Ps. 1,111.3 million in 2017. This increase in aeronautical services revenues was mainly due to a Ps.171.4 million, or 22.5%, increase in passenger charges driven by a 15.6% increase in passenger traffic, as well as increases in landing charges, aircraft parking charges, airport security charges, leasing of space and complementary service providers totaling Ps. 44.3 million. Non-aeronautical services revenues increased by Ps.98.1 million, or 18.9%, from Ps.520.3 million in 2016 to Ps.618.4 million in 2017, primarily due to a Ps.96.0 million increase in revenues from business lines operated by third parties, including food and beverage operations, car rentals, leasing of space to timeshare developers and duty-free operations, as well as a Ps.2.1 million increase in revenues from business lines operated by us, including car parking charges and VIP lounges. Revenues from improvements to concession assets increased by Ps.32.5 million, or 17.1%, in 2017, as compared to 2016.

Total revenues for the Montego Bay airport increased by Ps.230.7 million, or 14.2%, from Ps.1,622.0 million in 2016 to Ps.1,852.7 million in 2017 (revenues increased by Ps.178.9 million, or 11.1%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.121.0 million, or 10.3%, from Ps.1,169.1 million in 2016 to Ps. 1,290.1 million in 2017. This increase in aeronautical services revenues was mainly due to a Ps.74.8 million, or 10.7%, increase in passenger charges, as well as an increase of Ps. 23.3 million, or 10.3%, in revenues from complementary service providers. Non-aeronautical services revenues increased by Ps. 57.9 million, or 13.2%, from Ps.438.6 million in 2016 to Ps.496.5 million in 2017, primarily due to a Ps. 52.5 million increase in revenues from businesses operated by third parties, such as retail operations, duty-free, car rentals and food and beverage operations. Revenues from improvements to concession assets increased by Ps. 51.8 million, or 361.1% in 2017, as compared to 2016.

Total revenues for the Puerto Vallarta airport increased by Ps.211.0 million, or 16.9%, from Ps.1,251.3 million in 2016 to Ps.1,462.3 million in 2017 (revenues increased by Ps.219.7 million, or 19.2%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.161.1 million, or 19.5%, from Ps.828.1 million in 2016 to Ps.989.1 million in 2017. This increase in aeronautical services revenues was primarily due to an increase in passenger charges of Ps.123.9 million, itself caused principally by a 11.3% increase in passenger traffic and an increase in revenues from landing charges and aircraft parking charges of Ps.34.6 million. Non-aeronautical services revenues increased by Ps.58.6 million, or 18.7%, from Ps.313.3 million in 2016 to Ps.371.9 million in 2017, primarily due to a Ps.48.1 million increase in revenues from businesses operated by third parties, including retail operations, leasing of space to timeshare developers, car rentals, food and beverage operations and duty-free operations, as well as an increase in revenues from business lines operated by us of Ps.10.5 million, mainly in advertising and VIP lounges. Revenues from improvements to concession assets decreased by Ps.8.7 million, or 7.9%, in 2017, as compared to 2016.

Total revenues for the Guanajuato airport increased by Ps.123.2 million, or 24.5%, from Ps.502.3 million in 2016 to Ps.625.5 million in 2017 (revenues increased Ps.93.6 million, or 22.8%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.68.6 million, or 21.6%, from Ps.318.1 million in 2016 to Ps.386.7 million in 2017, mainly due to an increase in passenger charges of Ps.53.6 million, or 19.7%, driven by a 14.3% increase in passenger traffic as well as an increase in revenues from landing charges by Ps.13.3 million. Non-aeronautical services revenues increased by Ps.25.0 million, or 27.3%, from Ps.91.7 million in 2016 to Ps.116.7 million in 2017. This increase in non-aeronautical services revenues is a result of a Ps.14.9 million increase in revenues from businesses operated by us, including revenues related to VIP lounges, convenience stores and advertising, as well as a Ps.10.1 million increase in revenues from businesses operated by third parties, including retail operations, food and beverage operations and car rentals. Revenues from improvements to concession assets increased by Ps.29.6 million, or 32.0%, in 2017, as compared to 2016.

Total revenues for the Hermosillo airport increased by Ps.62.7 million, or 14.0%, from Ps.447.5 million in 2016 to Ps.510.2 million in 2017 (revenues increased Ps.21.9 million, or 7.0%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.27.9 million, or 11.4%, from Ps.245.1 million in 2016 to Ps.272.9 million in 2017, mainly due to an increase in passenger charges of Ps. 20.4 million, or 4.3% increase in passenger traffic, as well as a Ps. 8.0 million increase in revenues from landing charges. Non-aeronautical services revenues decreased by Ps.5.9 million, or 8.7%, from Ps.68.4 million in 2016 to Ps.62.5 million in 2017, primarily due to a Ps.11.0 million decrease in revenues from business lines operated by us because of a change in our operating strategy, by which we bid out the operation of convenience stores in some airports, including Hermosillo, to third parties. This resulted in a mixed revenue model and lower overall revenues, and a Ps.5.0 million increase in revenues from business lines operated by third parties, primarily from leasing space, retail operations, car rentals, food and beverage operations and ground transportation. Revenues from improvements to concession assets increased by Ps.40.8 million, or 30.5%, in 2017, as compared to 2016.

Total revenues for our other six Mexican airports decreased by Ps.42.4 million, or 4.5%, from Ps.936.0 million in 2016 to Ps.893.6 million in 2017, partly due to a decrease in revenues from improvements to concession assets of Ps.142.0 million, or 59.6%, from Ps.238.3 million in 2016 to Ps.96.2 million in 2017 (revenues increased by Ps.99.6 million, or 14.3%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues at these airports increased by Ps.77.1 million, or 13.6%, from Ps.568.0 million in 2016 to Ps.645.2 million in 2017, mainly due to a 6.6% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.26.5 million, or 17.3%, from Ps.129.7 million in 2016 to Ps.152.1 million in 2017, primarily due to a Ps.16.2 million increase in revenues from businesses operated by us, including advertising, car parking charges and the operation of baggage screening systems, as well as a Ps.6.3 million increase in revenues from businesses operated by third parties, including from leasing space and car rentals.

Total operating costs increased by Ps.211.5 million, or 3.6%, from Ps.5,872.7 million in 2016 to Ps.6,084.2 million in 2017, partly due to an increase in operating costs for our Mexican airports of Ps.57.8 million, or 1.2%, from Ps.4,763.9 million in 2016 to Ps.4,821.7 million in 2017. Operating expenses of MBJA increased from Ps.1,108.7 million in 2016 to Ps.1,287.2 million in 2017.

Cost of services, which comprises employee costs, maintenance, safety, security and insurance, utilities and other expenses, increased by Ps.328.0 million, or 18.4%, from Ps.1,782.4 million in 2016 to Ps.2,110.4 million in 2017.

Cost of services for our Mexican airports increased by Ps.317.1 million, or 22.7%, in 2017 compared to 2016. The change in cost of services for these airports was composed primarily of the following factors:

Of our Mexican airports, the Guadalajara airport contributed most to the increase in the cost of services in 2017 as compared to 2016. The cost of services at our Guadalajara airport increased by Ps.93.9 million, or 16.6%, from Ps.565.5 million in 2016 to Ps.659.4 million in 2017, mainly as a result of increases of Ps. 20.4 million in employee costs, Ps. 19.9 million in other operating expenses, Ps.15.2 million in maintenance expenses and Ps.12.7 million in utilities costs.

Costs of services at the Montego Bay airport increased by Ps. 11.0 million, or 2.8%, in 2017 compared to 2016. The change in cost of services for this airport was composed primarily of the following factors:

Technical assistance fees increased by Ps.55.7 million, or 18.5%, from Ps.301.8 million in 2016 to Ps.357.5 million in 2017. This increase in technical assistance fees was mainly due to an increase in our consolidated income from operations in the Mexican airports, which is used to calculate the technical assistance fee due to AMP. See “Item 4, Information on the Company – History and Development of the Company – Investment by AMP.”

Depreciation and amortization increased by Ps.95.2 million, or 7.1%, from Ps.1,348.4 million in 2016 to Ps.1,443.6 million in 2017, mainly due to the growth in infrastructure resulting from the fulfillment of our Master Development Programs.

Other income increased by Ps.83.6 million, or 28,331% from Ps.0.3 million in 2016 to Ps.83.9 million in 2017, mainly due to cancellation of non-exigible liabilities and other accruals of Ps. 87.8 million and recovery insurance of Ps.17.6 million, partially offset by an increase in other expenses including Ps.20.1 million in donations to the earthquake recovery efforts in Mexico after the September 19, 2017 earthquake.

Cost of improvements to concession assets decreased by Ps.363.6 million, or 21.7%, from Ps.1,676.0 million in 2016 to Ps.1,312.4 million in 2017. The primary factor influencing this decrease was the change in amounts allocated in our Master Development Programs for 2017 as compared to 2016. MBJA recognized Ps.66.1 million in cost of improvements to concession assets in 2017 as compared to Ps.14.3 million in 2016.

Operating costs for the Guadalajara airport decreased by Ps.65.1 million, or 4.7%, from Ps.1,391.1 million in 2016 to Ps.1,326.0 million in 2017. This decrease was primarily due to a Ps.194.9 million, or 37.4%, decrease in the cost of improvements to concession assets from Ps.521.1 million in 2016 to Ps.326.2 million in 2017, partially offset by a Ps.93.9 million, or 16.6%, increase in the cost of services, mainly driven by employee costs, safety, security and insurance, maintenance and concession taxes. Depreciation and amortization increased by Ps.27.1 million, or 10.1%, in 2017 as compared to 2016. Operating costs increased by Ps.129.7 million, or 14.9%, without including the cost of improvements to concession assets.

Operating costs for the Tijuana airport decreased by Ps.67.5 million, or 7.9%, from Ps.850.1 million in 2016 to Ps. 782.6 million in 2017. This decrease was mainly due to a Ps.172.6 million decrease in the cost of improvements to concession assets from Ps.376.3 million in 2016 to Ps.203.7 million in 2017, partially offset by a Ps.62.1 million, or 21.8%, increase from Ps. 285.4 million in 2016 to Ps.347.5 million in 2017 in the cost of services mainly driven by safety, security and insurance, utilities, employees costs and concession taxes. Depreciation and amortization increased Ps. 8.2 million. Operating costs increased by Ps.105.2 million, or 22.2%, without including improvements to concession assets.

Operating costs for the Los Cabos airport increased by Ps.67.9 million, or 9.5%, from Ps.712.2 million in 2016 to Ps.780.0 million in 2017. This increase was mainly due to a Ps.32.5 million, or 17.1%, increase in the cost of improvements to concession assets from Ps.189.6 million in 2016 to Ps.222.1 million in 2017, as well as due to a Ps.45.4 million, or 14.8%, increase in the cost of services mainly in maintenance, utilities, safety, security and insurance and concession taxes, from Ps.305.8 million in 2016 to Ps.351.2 million in 2017. In addition, there was a Ps.12.9 million increase in depreciation and amortization. Operating costs increased by Ps.35.4 million, 6.8%, without including improvements to concession assets.

Operating costs for the Montego Bay airport increased by Ps. 178.5 million, from Ps.1,108.8 million in 2016 to Ps.1,287.2 million in 2017, mainly due to an increase in costs of services, from Ps.384.5 million in 2016 to Ps.395.4 million in 2017, including employee costs, maintenance costs, utilities and safety, security and insurance. To a lesser extent, the increase was due to an increase in depreciation and amortization expenses of Ps. 11.0 million, from Ps.333.9 in 2016 to Ps.344.9 million in 2017. MBJA also recorded Ps.66.1 million in cost of improvements to concession assets in 2017 as compared to Ps.14.3 million in 2016. Operating costs, without including improvements to concession assets, increased by Ps.126.7 million, or 11.6%, from Ps.1,094.4 million in 2016 to Ps.1,221.1 million in 2017.

Operating costs for the Puerto Vallarta airport increased by Ps.77.8 million, or 14.9%, from Ps.521.3 million in 2016 to Ps.599.1 million in 2017. This increase was primarily due to a Ps.83.2 million, or 30.6%, increase in the cost of services, driven by an increase in maintenance, utilities and employee cost, and partially offset by a decrease of Ps.8.9 million, or 7.9%, in the cost of improvements to concession assets from Ps. 109.9 million in 2016 to Ps. 101.2 million in 2017. Depreciation and amortization increased by Ps.3.3 million, or 2.3%, in 2017 as compared to 2016. Operating costs increased by Ps.86.4 million, or 21.0%, without including improvements to concession assets.

Operating costs for the Guanajuato airport increased by Ps.61.9 million, or 24.6 %, from Ps.251.3 million in 2016 to Ps.313.2 million in 2017. This increase was primarily due to a Ps.27.4 million, or 24.8%, increase in the costs of services, driven by an increase in maintenance, safety, security and insurance, other expenses costs and concession taxes, as well as an increase in the cost of improvements to concession assets from Ps.92.5 million in 2016 to Ps.122.1 million in 2017. Depreciation and amortization increased by Ps.4.9 million. Operating costs increased by Ps.32.3 million, or 20.3%, without including improvements to concession assets.

Operating costs for the Hermosillo airport increased by Ps.72.8 million, or 24.7%, from Ps.294.5 million in 2016 to Ps.367.4 million in 2017. This increase was mainly due to a Ps. 21.9 million, or 19.6%, increase in the cost of services, mainly in costs of maintenance, an increase of Ps.40.8 million, or 30.5%, in the cost of improvements to concession assets from Ps.134.0 million in 2016 to Ps.174.8 million in 2017. Depreciation and amortization increased by Ps.10.1 million. Operating costs increased by Ps.32.0 million, or 19.9%, without including improvements to concession assets.

Operating costs for our six other Mexican airports decreased by Ps.48.3 million, or 6.5.%, from Ps.740.5 million in 2016 to Ps.692.3 million in 2017. This increase was partially due to a Ps.77.6 million, or 22.6%, increase in the cost of services, from Ps. 342.9 in 2016 to Ps. 420.5 million in 2017, mainly in costs of maintenance and partially offset by a decrease of Ps.142.1 million, or 59.6%, in the cost of improvements to concession assets from Ps.238.3 million in 2016 to Ps.96.3 million in 2017. Additionally, depreciation and amortization increased by Ps.16.2 million. Operating costs increased by Ps.93.8 million, or 18.7%, without including improvements to concession assets.

Operating income increased by Ps.1.1 billion, or 20.0%, from Ps.5.2 billion in 2016 to Ps.6.3 billion in 2017. This increase was due to a Ps.1.3 billion increase in total revenues in 2017, partially offset by a Ps.211.5 million increase in total costs. Our operating margin increased by 370 basis points, from 47.1% in 2016 to 50.8% in 2017 (taking into account only the sum of aeronautical and non-aeronautical services revenues, the operating margin increased by 130 basis points in 2017, from 55.5% to 56.8%).

Operating margin is calculated by dividing income from operations at each airport by total revenues for that airport. Historically, our most profitable airports have been our Guadalajara, Los Cabos and Puerto Vallarta airports, which handle the majority of our international passengers. Historically, operating margins at our Tijuana airport have been lower than at our other principal airports because of a combination of (i) a high initial concession value, and consequently larger amortizations thereof, and (ii) lower revenues due to low maximum rates applicable to aeronautical services.

Operating income for the Guadalajara airport increased by Ps.337.3 million, or 19.4%, from Ps.1.7 billion in 2016 to Ps. 2.1 billion in 2017, mainly due to an increase in aeronautical and non-aeronautical services revenues of Ps.467.0 million. Additionally, operating costs decreased by Ps.65.1 million (excluding improvements to concession assets, operating costs increased Ps.129.7 million) and depreciation and amortization increased by Ps.27.1 million. The operating margin increased by 550 basis points, from 55.5% to 61.0% (operating margin increased by 90 basis points, from 66.6% to 67.5%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Tijuana airport increased by Ps.118.0 million, or 15.4%, from Ps.765.9 million in 2016 to Ps.884.0 million in 2017, primarily due to an increase in aeronautical and non-aeronautical services revenues of Ps.223.2 million. The operating margin increased by 560 basis points from 47.4% to 53.0% (operating margin decreased by 140 basis points from 61.8% to 60.4%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Los Cabos airport increased by Ps.278.5 million, or 31.2%, from Ps.893.4 million in 2016 to Ps.1,171.8 million in 2017, primarily due to an increase in aeronautical and non-aeronautical services revenues of Ps. 313.8 million. The operating margin increased by 440 basis points from 55.6% to 60.0% (operating margin increased by 460 basis points, from 63.1% to 67.7%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Montego Bay airport increased by Ps. 52.1 million, or 10.1%, from Ps.513.3 million in 2016 to Ps.565.4 million in 2017, primarily due to an increase in aeronautical and non-aeronautical services revenues of Ps.178.9 million, which was greater than increases in operating costs. The operating margin decreased by 110 basis points from 31.6% in 2016 to 30.5% in 2017 (operating margin decreased by 20 basis points from 31.9% in 2016 to 31.7% in 2017, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Puerto Vallarta airport increased by Ps.132.9 million, or 18.2%, from Ps.730.3 million in 2016 to Ps.863.2 million in 2017, mainly due to an increase in aeronautical and non-aeronautical services revenues of Ps.219.7 million. The operating margin increased by 70 basis points from 58.3% to 59.0% (operating margin decreased by 60 basis points from 64.0% to 63.4%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Guanajuato airport increased by Ps.61.3 million, or 24.4%, from Ps.251.1 million in 2016 to Ps.312.4 million in 2017, primarily due to an increase in aeronautical and non-aeronautical services revenues of Ps.93.6 million. The operating margin decreased by 10 basis points, from 50.0% to 49.9% (operating margin increased by 70 basis points from 61.3% to 62.0%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Hermosillo airport decreased by Ps.10.1 million, or 6.6%, from Ps.152.9 million in 2016 to Ps.142.8 million in 2017, primarily due to an increase in operating costs greater than the corresponding increase in aeronautical and non-aeronautical services revenues increased by Ps. 21.9 million. The operating margin decreased by 620 basis points from 34.2% to 28.0% (operating margin decreased by 620 basis points from 48.8% to 42.6%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for our six other Mexican airports increased by Ps.5.8 million, or 3.0%, from Ps.195.5 million in 2016 to Ps. 201.3 million in 2017. The change in operating income was primarily due to a higher percentage increase in the sum of aeronautical and non-aeronautical services revenues as compared to our operating costs.

Financial cost in 2017 decreased by Ps.503.6 million, or 83.5%, from Ps.603.0 million in 2016 to Ps.99.4 million in 2017. This decrease was mainly due to the foreign exchange rate gain of Ps.600.0 million in 2017 as a result of a peso appreciation from Ps.20.66 per U.S. dollar at December 31, 2016 to Ps.19.74 per U.S. dollar at December 31, 2017. The foreign exchange rate expense decreased from Ps.500.9 million in 2016 to a foreign exchange rate gain of Ps.99.0 million in 2017, primarily as a result of the U.S.$191.0 million U.S. dollar-denominated loan obtained in connection with the acquisition of DCA. The exchange rate gain was partially offset by an exchange rate loss on our assets denominated in U.S. dollars of Ps.20.8 million in 2017. In addition, the effect of the foreign exchange rate gain was partially offset by the recognition of Ps.226.5 million in expenses from currency translation effects in 2017, recognized within other comprehensive income, in accordance with applicable norms. Moreover, interest expenses increased by Ps.299.4 million in 2017 compared to 2016, mainly due to an increase in reference interest rates, as well as the issuance of a total of Ps.3.8 billion principal amount in long-term debt securities during 2017. Interest income increased by Ps.168.8 million in 2017 as compared to 2016 due to an increase in cash balances and higher interest rates and a gain of Ps.34.4 million in our hedging instruments.

Income taxes increased in 2017 by Ps.174.0 million, from Ps.1,266.6 million in 2016 to Ps.1,440.6 million in 2017. MBJA’s and the Mexican airports’ current tax increased by Ps.14.5 million and Ps.334.4 million, respectively, while DCA’s current tax decreased by Ps. 32.3 million. Benefit from deferred tax increased by Ps.142.6 million due to a 3.4% inflation rate in 2016 as compared to a 6.8% inflation rate in 2017. Our effective tax rate decreased from 27.4% in 2016 to 23.3% in 2017, primarily due to an increase in benefit from deferred taxes, due to the effects of inflation from non-monetary assets, Ps.101.5 million in 2016 to Ps.352.1 million in 2017 in deferred taxes.

Net income and comprehensive income increased by Ps.364.2 million, or 8.8%, from Ps.4,137.8 million in 2016 to Ps.4,502.0 million in 2017, mainly due to a Ps.1.1 billion increase in our operating income and a decrease in our financial cost of Ps. 503.6 million in 2017. This effect was partially offset by a Ps.316.7 million increase in current taxes, and a Ps.142.6 million increase benefit in deferred tax. On the other hand, exchange rate loss decline by Ps. 999.9 million due to the currency translation effect resulting from the appreciation of the peso in 2017. Our net margin increased from 30.2% in 2016 to 38.3% in 2017 (taking into account only aeronautical and non-aeronautical services revenues, net margin increased to 42.8% from 35.6%).

The Company’s financial position as of December 31, 2017 reported an increase of Ps.3,466.1 million, or 9.6%, primarily due to the following items: cash and cash equivalents of Ps.2,541.9 million, trade accounts receivable of Ps.389.8 million, equipment and machinery of Ps.25.3 million, improvements to concession assets of Ps.1,031.5 million and deferred taxes of Ps.283.4 million.

Total liabilities increased by Ps.3,793.9 million, or 27.8%, compared to the same period in 2016. This increase was primarily due to: (i) a Ps.3,800.0 million increase in capital market debt for expenditures financing, (ii) dividends payable for Ps.130.8 million, and (iii) guarantee deposits for Ps.145.7 million. This increase was offset by the decrease in bank loans of Ps.380.9 million, among other liabilities.

Results of Operations for the Year ended December 31, 2016 Compared to the Year Ended December 31, 2015

Total revenues increased by 37.0%, from Ps.8,106.9 million in 2015 to Ps.11,107.6 million in 2016, in large part due to the consolidation of MBJA, which had total revenues of Ps.1,622.0 million in 2016, its first full year of revenues since it was consolidated in April 2015, an increase of Ps.626.3 million from the period from April 1 to December 31, 2015. The total revenue increase comprised an increase of Ps.1,618.9 million, or 29.9%, in aeronautical services revenues, an increase of Ps.544.4 million, or 29.4%, in non-aeronautical services revenues and an increase of Ps.837.4 million, or 99.9%, in revenues from improvements to concession assets as a result of the committed investments outlined in our Master Development Programs.

Aeronautical services revenues increased by Ps.1,618.9 million, or 29.9%, from Ps.5,419.0 million in 2015 to Ps.7,037.9 million in 2016, in large part due to the consolidation of MBJA, which had aeronautical services revenues of Ps.1,169.1 million in 2016, its first full year of revenues since it was consolidated in April 2015, in addition to a Ps.1,181.4 million, or 25.2%, increase in revenues in our Mexican airports as a result of an increase in total passenger traffic and the tariff adjustment for 2016. Revenues from passenger charges in our Mexican airports increased by Ps.996.4 million, or 24.5%, primarily driven by an 18.2% increase in passengers paying passenger charges and the increase in specific tariffs as of January 1, 2016. Revenues from aircraft landing and parking fees in our Mexican airports increased by Ps.174.6 million, or 38.3%, while revenues from the leasing of space to airlines for ticket counters, airport security, complementary services and passenger walkaway charges increased by Ps.163.7 million, or 34.0%.

Non-aeronautical services revenues increased by Ps.544.4 million, or 29.4%, from Ps.1,849.3 million in 2015 to Ps.2,393.6 million in 2016, in large part due to the consolidation of MBJA, which had non-aeronautical services revenues of Ps.438.6 million in 2016. Revenues from businesses operated by third parties increased by Ps.432.7 million, or 36.6%, primarily driven by revenues from duty-free stores, leasing of space, food and beverage, timeshare developers, ground transportation and car rental companies, which together increased by Ps.375.1 million, or 38.8%. Revenues from businesses operated directly by us in our Mexican airports increased by Ps.92.6 million, or 18.1%, mainly due to an increase of Ps.47.0 million, or 72.3%, from VIP lounges (related to more passenger visits, the opening of one new lounge and the reopening of one lounge in the Los Cabos airport), as well as an increase of Ps.34.7 million, or 26.9%, in revenues from advertising.

Revenues from improvements to concession assets increased by Ps.837.4 million, or 99.9%, from Ps.838.6 million in 2015 to Ps.1,676.0 million in 2016. Revenues from improvements to concession assets are determined by committed investments under our Master Development Programs in Mexico and our Capital Development Program in Jamaica. During 2016, the main commitments of improvements to concession assets included: (i) the construction of aprons and the expansion of the terminal building at the Guanajuato airport, (ii) the expansion of the terminal building at the Guadalajara airport, (iii) the expansion of the terminal building and improvement to the operational areas at the Puerto Vallarta airport, (iv) improvements to the terminal building and aprons at the Los Cabos airport and (v) improvements to taxiways and the terminal building at the Tijuana airport. The committed investments for 2016 under our Master Development Programs in Mexico represented our greatest committed investments to date.

Total revenues increased at most of our airports, mainly due to increases in aeronautical services revenues.

Total revenues for the Guadalajara airport increased by Ps.860.9 million, or 38.0%, from Ps.2,265.4 million in 2015 to Ps.3,126.3 million in 2016 (revenues increased by Ps.466.5 million, or 21.8%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.392.5 million, or 23.8%, from Ps.1,647.4 million in 2015 to Ps.2,039.9 million in 2016, due to a Ps.298.7 million, or 20.8%, increase in passenger charges driven by a 16.4% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.74.0 million, or 15.1%, from Ps.491.4 million in 2015 to Ps.565.4 million in 2016, primarily due to a Ps.47.0 million increase in revenues from businesses operated by third parties, such as food and beverage operations, car rentals, duty-free stores and retail operations. Revenues from business lines operated by us increased Ps.27.0 million principally as a result of increased revenues from advertising, convenience stores and VIP lounges. Revenues from improvements to concession assets increased by Ps.394.5 million, or 311.6%, in 2016, as compared to 2015.

Total revenues for the Tijuana airport increased by Ps.444.7 million, or 38.0%, from Ps.1,171.4 million in 2015 to Ps.1,616.0 million in 2016, mainly due to a Ps.272.0 million, or 38.7%, increase in aeronautical services revenues from Ps.702.1 million in 2015 to Ps.974.0 million in 2016 (revenues increased by 38.9% taking into account only revenues from aeronautical and non-aeronautical services). This increase in aeronautical services revenues was due to an increase in passenger charges of Ps.249.3 million as well as in revenues from landing, leasing of space to airlines and aircraft parking charges, which together increased by Ps.17.8 million. Non-aeronautical services revenues increased by Ps.75.1 million, or 39.4%, from Ps.190.6 million in 2015 to Ps.265.7 million in 2016, primarily due to an increase of Ps.56.8 million in revenues from business lines operated by third parties, including from leasing of space, food and beverage operations, retail operations and other (mostly related to compensation fees from the CBX), as well as an increase of Ps.18.3 million from business lines operated by us, including car parking, VIP lounges, advertising and operation of the baggage screening systems. Revenues from improvements to concession assets increased by Ps.97.6 million, or 35.0%, in 2016 as compared to 2015.

Total revenues for the Los Cabos airport increased by Ps.365.2 million, or 29.4%, from Ps.1,240.4 million in 2015 to Ps.1,605.6 million in 2016, mainly due to an increase in aeronautical services revenues by Ps.171.6 million, or 23.7%, from Ps.724.0 million in 2015 to Ps.895.6 million in 2016. This increase in aeronautical services revenues was mainly due to a Ps.147.1 million, or 23.9%, increase in passenger charges driven by a 16.3% increase in passenger traffic, and increases in landing charges, aircraft parking charges, leasing of space and complementary service providers totaling Ps.23.0 million. Non-aeronautical services revenues increased by Ps.120.2 million, or 30.0%, from Ps.400.1 million in 2015 to Ps.520.3 million in 2016, primarily due to a Ps.112.9 million increase in revenues from business lines operated by third parties, including food and beverage operations, car rentals, leasing of space to timeshare developers and duty-free operations, as well as a Ps.7.3 million increase in revenues from business lines operated by us, including car parking charges and VIP lounges. Revenues from improvements to concession assets increased by Ps.73.4 million, or 62.1%, in 2016, as compared to 2015.

Total revenues for the Montego Bay airport increased from Ps.995.7 million for the period from April 1 through December 31, 2015 to Ps.1,622.0 million in 2016, mainly due to an increase in aeronautical services revenues from Ps.731.6 million for the period from April 1 through December 31, 2015 to Ps.1,169.1 million in 2016. Aeronautical services revenues in 2016 primarily comprised revenues from passenger charges of Ps.701.4 million, complementary service providers for Ps.226.5 million and landing charges for Ps.117.5 million. Non-aeronautical services revenues increased from Ps.264.1 million for the period from April 1 through December 31, 2015 to Ps.438.6 million in 2016. Non-aeronautical services revenues in 2016 primarily comprised Ps.396.5 million in revenues from businesses operated by third parties, such as retail, duty-free, car rentals and food and beverage operations, as well as revenues from business lines operated by us of Ps.42.1 million, principally as a result of revenues related to the operation of the baggage screening systems, car parking charges and advertising. MBJA recognized Ps.14.3 million in revenues from improvements to concession assets in 2016; it recognized no revenues from improvements to concession assets for the period from April 1 through December 31, 2015.

Total revenues for the Puerto Vallarta airport increased by Ps.265.3 million, or 26.9%, from Ps.986.0 million in 2015 to Ps.1,251.3 million in 2016, mainly due to a Ps.139.7 million, or 20.3%, increase in aeronautical services revenues, from Ps.688.4 million in 2015 to Ps.828.1 million in 2016 (revenues increased by Ps.196.7 million, or 20.8%, taking into account only revenues from aeronautical and non-aeronautical services). This increase in aeronautical services revenues was primarily due to an increase in passenger charges of Ps.120.2 million, itself caused principally by a 13.1% increase in passenger traffic, and an increase in revenues from landing charges of Ps.5.2 million. This increase in aeronautical services revenues was partially offset by a decrease of Ps.9.3 million in aircraft parking charges. Non-aeronautical services revenues increased by Ps.57.0 million, or 22.3%, from Ps.256.3 million in 2015 to Ps.313.3 million in 2016, primarily due to a Ps.37.3 million increase in revenues from businesses operated by third parties, including leasing of space, leasing of space to timeshare developers, car rentals and duty-free operations, as well as an increase in revenues from business lines operated by us of Ps.19.7 million, including revenues related to the operation of the baggage screening systems, advertising and VIP lounges. Revenues from improvements to concession assets increased by Ps.68.6 million, or 166.0%, in 2016, as compared to 2015.

Total revenues for the Guanajuato airport increased by Ps.128.0 million, or 34.2%, from Ps.374.4 million in 2015 to Ps.502.3 million in 2016, mainly due to a Ps.64.5 million, or 230.8%, increase in revenues from improvements to concession assets, from Ps.28.0 million in 2015 to Ps.92.5 million in 2016 (revenues increased Ps.63.4 million, or 18.3%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.51.7 million, or 19.4%, from Ps.266.4 million in 2015 to Ps.318.1 million in 2016, mainly due to a 14.7% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.11.7 million, or 14.6%, from Ps.80.0 million in 2015 to Ps.91.7 million in 2016. This increase in non-aeronautical services revenues is a result of a Ps.8.3 million increase in revenues from businesses operated by us, including revenues related to VIP lounges, convenience stores and advertising, as well as a Ps.3.2 million increase in revenues from businesses operated by third parties, including retail operations and car rentals.

Total revenues for the Hermosillo airport increased by Ps.131.5 million, or 41.6%, from Ps.315.9 million in 2015 to Ps.447.5 million in 2016, primarily due to a Ps.77.0 million increase in revenues from improvements to concession assets, from Ps.57.0 million in 2015 to Ps.134.0 million in 2016 (revenues increased Ps.54.5 million, or 21.1%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues increased by Ps.46.0 million, or 23.1%, from Ps.199.1 million in 2015 to Ps.245.1 million in 2016, mainly due to a 15.7% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.8.6 million, or 14.3%, from Ps.59.8 million in 2015 to Ps.68.4 million in 2016, primarily due to a Ps.5.0 million increase in revenues from business lines operated by us, including the operation of baggage screening systems, car parking charges, convenience stores and VIP lounges, and a Ps.3.6 million increase in revenues from business lines operated by third parties, primarily from retail operations, car rentals, and ground transportation.

Total revenues for our other six Mexican airports increased by Ps.178.3 million, or 23.5%, from Ps.757.7 million in 2015 to Ps.936.0 million in 2016, partly due to an increase in revenues from improvements to concession assets of Ps.47.5 million, or 24.9%, from Ps.190.8 million in 2015 to Ps.238.3 million in 2016 (revenues increased by Ps.130.7 million, or 23.1%, taking into account only revenues from aeronautical and non-aeronautical services). Aeronautical services revenues at these airports increased by Ps.108.0 million, or 23.5%, from Ps.460.0 million in 2015 to Ps.568.0 million in 2016, mainly due to a 16.0% increase in passenger traffic. Non-aeronautical services revenues increased by Ps.22.8 million, or 21.3%, from Ps.106.9 million in 2015 to Ps.129.7 million in 2016, primarily due to a Ps.17.3 million increase in revenues from businesses operated by us, including advertising, car parking charges and the operation of baggage screening systems, as well as a Ps.5.5 million increase in revenues from businesses operated by third parties, including the retail operations and car rentals.

Total operating costs increased by Ps.1,854.4 million, or 46.1%, from Ps.4,018.3 million in 2015 to Ps.5,872.7 million in 2016, partly due to an increase in operating costs for our Mexican airports of Ps.1,179.6 million, or 32.9%, from Ps.3,584.3 million in 2015 to Ps.4,763.9 million in 2016. Operating expenses of MBJA increased from Ps.654.4 million for the period from April 1 to December 31, 2015 to Ps.1,108.7 million for 2016. In addition, in 2015, we recognized Ps.189.8 million in revenues under other income as a result of a one-time gain in the fair value from the acquisition of DCA, which lowered operating costs for 2015. The value of the Montego Bay airport concession was determined from the fair value of the DCA and MBJA acquisition. See “Item 5, Operating and Financial Review and Prospects – Critical Accounting Policies – Fair Value of the DCA Acquisition Assets.”

Cost of services, which comprises employee costs, maintenance, safety, security and insurance, utilities and other expenses, increased by Ps.224.1 million, or 14.4%, from Ps.1,558.3 million in 2015 to Ps.1,782.4 million in 2016, primarily due to a Ps.123.4 million increase in cost of services from MBJA, from Ps.261.1 million for the period from April 1, 2015 to December 31, 2015 to Ps.384.5 million in 2016. Employee costs increased by Ps.81.7 million, or 16.3%, mainly due to a Ps.43.5 million increase at the Montego Bay airport. Maintenance expenses increased by Ps.44.6 million, or 14.8%, mainly due to a Ps.18.7 million increase at the Montego Bay airport and Ps 25.9 million caused by routine maintenance on runways, security equipment, machinery and equipment, in addition to major maintenance undertaken in certain operational areas of our Mexican airports. Safety, security and insurance expenses increased by Ps.32.6 million, or 13.0%, mainly due to a Ps.19.9 million increase in expenses at the Montego Bay airport. Utility expenses increased by Ps.30.7 million, or 16.0%, mainly due to the Ps.17.0 million increase at the Montego Bay airport. Other expenses increased by Ps.34.5 million, or 11.1%, driven by a Ps.24.2 million increase in other expenses for the Montego Bay airport, as well as increases in sales costs for our convenience stores and supplies for our VIP lounges, as well as the development and analysis of new business opportunities abroad.

Cost of services for our Mexican airports increased by Ps.100.7 million, or 7.8%, in 2016 compared to 2015. The change in cost of services for these airports was composed primarily of the following factors:

Of our Mexican airports, the Guadalajara airport contributed most to the increase in the cost of services in 2016 as compared to 2015. The cost of services at our Guadalajara airport increased by Ps.48.6 million, or 9.4%, from Ps.516.9 million in 2015 to Ps.565.5 million in 2016, mainly as a result of a 12.7% increase in maintenance expenses resulting from the expansion of the terminal building.

Technical assistance fees increased by Ps.65.3 million, or 27.6%, from Ps.236.5 million in 2015 to Ps.301.8 million in 2016. This increase in technical assistance fees was mainly due to an increase in our consolidated income from operations, which is used to calculate the technical assistance fee due to AMP. See “Item 4, Information on the Company – History and Development of the Company – Investment by AMP.”

As a result of increased revenues (excluding revenues from improvements to concession assets, which do not form part of income for purposes of the government concession tax), government concession taxes increased by Ps.281.2 million, or 58.2%, from Ps.483.1 million in 2015 to Ps.764.3 million in 2016. This increase in concession taxes was mainly due to the consolidation of MBJA, which recognized Ps.374.8 million in concession taxes for 2016 as compared to Ps.171.1 million in the period from April 1 to December 31, 2015.

Depreciation and amortization increased by Ps.192.0 million, or 16.6%, from Ps.1,156.4 million in 2015 to Ps.1,348.4 million in 2016, mainly due to the consolidation of MBJA, which recognized an increase in depreciation and amortization from Ps.220.6 million in 2015 to Ps.333.9 million in 2016 (including an increase in the amortization of the Montego Bay airport concession’s fair value from Ps.116.9 million in 2015 to Ps.180.0 million in 2016), and, to a lesser extent, the growth in infrastructure resulting from the fulfillment of our Master Development Programs.

Other income decreased by Ps.254.3 million, or 99.9%, from Ps.254.6 million in 2015 to Ps.0.3 million in 2016, mainly due to the recognition of a bargain purchase gain in the amount of Ps.189.8 million in 2015 from the determination of the fair value for the acquisition of DCA and MBJA. For further explanation of this one-time effect, see “Critical Accounting Policies – Fair Value of the DCA Acquisition Assets” below. Other income also decreased due to a Ps.22.4 million decrease in the cost of repairs caused by natural disasters, net of the insurance recovery.

Cost of improvements to concession assets increased by Ps.837.4 million, or 99.9%, from Ps.838.6 million in 2015 to Ps.1,676.0 million in 2016. The primary factor influencing this increase was the change in amounts allocated in our Master Development Programs for 2016 as compared to 2015. MBJA recognized Ps.14.3 million in cost of improvements to concession assets in 2016; it recognized no cost of improvement to concession assets in the period from April 1, 2015 to December 31, 2015.

Operating costs for the Guadalajara airport increased by Ps.477.5 million, or 52.3%, from Ps.913.7 million in 2015 to Ps.1,391.1 million in 2016. This increase was primarily due to a Ps.394.5 million, or 311.6%, increase in the cost of improvements to concession assets from Ps.126.6 million in 2015 to Ps.521.1 million in 2016. The increase was also due to a Ps.79.6 million, or 15.2%, increase in the cost of services, mainly in employee costs, safety, security and insurance, maintenance and concession taxes. Depreciation and amortization increased by Ps.3.4 million, or 1.3%, in 2016 as compared to 2015. Operating costs increased by Ps.83.0 million, or 10.5%, without including the cost of improvements to concession assets.

Operating costs for the Tijuana airport increased by Ps.161.8 million, or 23.5%, to Ps.850.1 million in 2016 from Ps.688.3 million in 2015. This increase was mainly due to a Ps.97.6 million increase in the cost of improvements to concession assets from Ps.278.7 million in 2015 to Ps.376.3 million in 2016, and, to a lesser extent, an increase of Ps.43.7 million, or 15.8%, in the cost of services mainly driven by safety, security and insurance, utilities, employees costs and concession taxes, from Ps.276.5 million in 2015 to Ps.320.2 million in 2016. In addition, there was an increase of Ps.20.5 million in depreciation and amortization. Operating costs increased by Ps.64.2 million, or 15.7%, without including improvements to concession assets.

Operating costs for the Los Cabos airport increased by Ps.134.9 million, or 23.4%, from Ps.577.3 million in 2015 to Ps.712.2 million in 2016. This increase was mainly due to a Ps.73.4 million, or 63.1%, increase in the cost of improvements to concession assets from Ps.116.3 million in 2015 to Ps.189.6 million in 2016, as well as due to a Ps.20.9 million, or 7.3%, increase in the cost of services mainly in maintenance, utilities, safety, security and insurance and concession taxes, from Ps.291.4 million in 2015 to Ps.334.2 million in 2016. In addition, there was a Ps.18.8 million increase in depreciation and amortization. Operating costs increased by Ps.61.5 million, 13.3%, without including improvements to concession assets.

Operating costs for the Montego Bay airport increased from Ps.654.4 million for the period from April 1 through December 31, 2015 to Ps.1,108.8 million in 2016, mainly due to an increase in costs of services, from Ps.261.1 million for the period from April 1 through December 31, 2015 to Ps.384.5 million in 2016, including employee costs, maintenance costs, utilities and safety, security and insurance. To a lesser extent, the increase was due to an increase in depreciation and amortization expenses from Ps.220.6 million from April 1, 2015 to December 31, 2015 to Ps.333.9 million in 2016. MBJA also recorded Ps.14.3 million in cost of improvements to concession assets in 2016; it recorded no cost of improvements to concession assets in 2015. Operating costs, without including improvements to concession assets, increased from Ps.654.4 million for the period from April 1 through December 31, 2015 to Ps.1,094.4 million in 2016.

Operating costs for the Puerto Vallarta airport increased by Ps.112.0 million, or 27.4%, to Ps.521.3 million in 2016 from Ps.409.3 million in 2015. This increase was primarily due to a Ps.68.6 million, or 165.9%, increase in the cost of improvements to concession assets, as well as a Ps.36.0 million, or 15.3%, increase in the cost of services, driven by an increase in maintenance, utilities and employee cost. Operating costs increased by Ps.43.4 million, or 11.8%, without including improvements to concession assets.

Operating costs for the Guanajuato airport increased by Ps.82.0 million, or 48.5%, from Ps.169.2 million in 2015 to Ps.251.3 million in 2016. This increase was primarily due to a Ps.64.5 million increase in the cost of improvements to concession assets from Ps.28.0 million in 2015 to Ps.92.5 million in 2016. The cost of services increased by Ps.12.9 million, or 13.2%, mainly in maintenance, safety, security and insurance, other expenses costs and concession taxes. Depreciation and amortization increased Ps.4.6 million. Operating costs increased by Ps.17.5 million, or 12.4%, without including improvements to concession assets.

Operating costs for the Hermosillo airport increased by Ps.88.9 million, or 43.3%, from Ps.205.6 million in 2015 to Ps.294.5 million in 2016. This increase was due to a Ps.77.0 million, or 135.1%, increase in the cost of improvements to concession assets from Ps.57.0 million in 2015 to Ps.134.0 million in 2016. The cost of services increased by Ps.1.5 million, mainly in other costs for the cost of supplies for convenience stores and maintenance. Depreciation and amortization increased by Ps.3.7 million. Operating costs increased by Ps.11.9 million, or 8.0%, without including improvements to concession assets.

Operating costs for our six other Mexican airports increased by Ps.100.4 million, or 15.7%, from Ps.640.1 million in 2015 to Ps.740.5 million in 2016. This increase was partially due to a Ps.47.5 million, or 24.9%, increase in the cost of improvements to concession assets from Ps.190.8 million in 2015 to Ps.238.3 million in 2016. Additionally, the cost of services increased by Ps.10.1 million, and depreciation and amortization increased by Ps.21.5 million. Operating costs increased by Ps.52.9 million, or 11.8%, without including improvements to concession assets.

Operating income increased by Ps.1.1 billion, or 28.0%, from Ps.4.1 billion in 2015 to Ps.5.2 billion in 2016. This increase was due to a Ps.3.0 billion increase in total revenues in 2016, partially offset by a Ps.1.8 billion increase in total costs. Our operating margin decreased by 330 basis points, from 50.4% in 2015 to 47.1% in 2016 (taking into account only the sum of aeronautical and non-aeronautical services revenues, the operating margin decreased by 80 basis points in 2016, from 56.3% to 55.5%).

Operating income for the Guadalajara airport increased by Ps.383.5 million, or 28.4%, from Ps.1.4 billion in 2015 to Ps.1.7 billion in 2016, mainly due to an increase in aeronautical and non-aeronautical services revenues of Ps.466.5 million. Additionally, operating costs increased by Ps.477.5 million (excluding improvements to concession assets, operating costs increased Ps.79.6 million) and depreciation and amortization increased by Ps.3.4 million. The operating margin decreased by 420 basis points, from 59.7% to 55.5 % (operating margin increased by 340 basis points, from 63.2% to 66.6%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Tijuana airport increased by Ps.282.8 million, or 58.5%, from Ps.483.1 million in 2015 to Ps.765.9 million in 2016, primarily due to an increase in aeronautical and non-aeronautical services revenues as a result of an increase in passenger traffic. The operating margin increased by 620 basis points from 41.2% to 47.4% (operating margin increased by 770 basis points from 54.1% to 61.8%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Los Cabos airport increased by Ps.230.3 million, or 34.7%, from Ps.663.1 million in 2015 to Ps.893.4 million in 2016, primarily due to an increase in aeronautical and non-aeronautical services revenues. The operating margin increased by 210 basis points from 53.5% to 55.6% (operating margin increased by 410 basis points, from 59.0% to 63.1%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Montego Bay airport increased from Ps.341.3 million for the period from April 1 through December 31, 2015 to Ps.513.3 million in 2016, primarily due to increases in aeronautical and non-aeronautical services revenues, which were greater than increases in operating costs. The operating margin decreased from 34.3% in the period from April 1 through December 31, 2015 to 31.6% in 2016 (operating margin decreased from 34.3% in the period from April 1 through December 31, 2015 to 31.9% in 2016, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Puerto Vallarta airport increased by Ps.153.3 million, or 26.6%, from Ps.576.7 million in 2015 to Ps.730.3 million in 2016, mainly due to an increase in aeronautical and non-aeronautical services revenues as a result of the increase in passenger traffic greater than the corresponding increase in operating costs. The operating margin decreased by 20 basis points from 58.5% to 58.3% (operating margin increased by 300 basis points from 61.0% to 64.0%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Guanajuato airport increased by Ps.45.9 million, or 22.4%, from Ps.205.2 million in 2015 to Ps.251.1 million in 2016, primarily due to an increase in aeronautical and non-aeronautical services revenues. The operating margin decreased by 480 basis points, from 54.8% to 50.0% (operating margin increased by 210 basis points from 59.2% to 61.3%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for the Hermosillo airport increased by Ps.42.6 million, or 38.6%, from Ps.110.3 million in 2015 to Ps.152.9 million in 2016, primarily due to an increase in aeronautical and non-aeronautical services revenues. The operating margin decreased by 70 basis points from 34.9% to 34.2% (operating margin increased by 620 basis points from 42.6% to 48.8%, taking into account only the sum of aeronautical and non-aeronautical services revenues).

Operating income for our six other Mexican airports increased by Ps.77.9 million, or 66.2%, from Ps.117.6 million in 2015 to Ps.195.5 million in 2016. The change in operating income was primarily due to a higher percentage increase in the sum of aeronautical and non-aeronautical services revenues as compared to our fixed costs.

Financial cost in 2016 increased by Ps.146.2 million, or 32.0%, from Ps.456.8 million in 2015 to Ps.603.0 million in 2016. This increase was mainly due to the foreign exchange rate loss of Ps.162.5 million in 2016 as a result of a peso depreciation from Ps.17.20 per U.S. dollar at December 31, 2015 to Ps.20.66 per U.S. dollar at December 31, 2016. The foreign exchange rate expense increased from Ps.338.4 million in 2015 to Ps.500.9 million in 2016, primarily as a result of the U.S.$191.0 million U.S. dollar-denominated loan obtained in connection with the acquisition of DCA. The exchange rate loss was partially offset by an exchange rate gain on our assets denominated in U.S. dollars of Ps.45.9 million in 2016. The effect of the foreign exchange rate loss was partially offset by the recognition of Ps.773.4 million in revenues from currency translation effects in 2016, recognized within other comprehensive income, in accordance with applicable norms. Additionally, interest expenses increased by Ps.172.4 million in 2016 compared to 2015, mainly due to an increase in reference interest rates, as well as the issuance of a total of Ps.2.6 billion principal amount in bond certificates during 2016. Interest income increased by Ps.188.7 million in 2016 as compared to 2015, due to an increase in cash balances and higher interest rates and a gain of Ps.68.2 million in our hedging instruments.

Income taxes increased in 2016 by Ps.419.3 million, from Ps.847.3 million in 2015 to Ps.1,266.6 million in 2016. MBJA’s income tax expense increased Ps.69.7 million, while the Mexican airports’ current tax increased by Ps.433.2 million. Benefit from deferred tax increased by Ps.62.2 million due to a 3.4% inflation rate in 2016 as compared to a 2.1% inflation rate in 2015. Our effective tax rate increased from 23.4% in 2015 to 27.4% in 2016, primarily due to a decrease in the favorable effects of inflation from non-monetary assets, Ps.138.9 million in 2015 to Ps.4.9 million in 2016.

Net income and comprehensive income increased by Ps.884.6 million, or 27.2%, from Ps.3,253.2 million in 2015 to Ps.4,137.8 million in 2016, mainly due to a Ps.756.1 million increase in our Mexican airports’ operating income. This effect was offset by a Ps.502.8 million increase in income taxes and a Ps.83.6 million increase in deferred tax. Our net margin decreased from 34.2% in 2015 to 30.2% in 2016 (taking into account only aeronautical and non-aeronautical services revenues, net margin decreased to 35.6% from 38.1%).

The Company’s financial position as of December 31, 2016 reported an increase of Ps.4,578.1 million, primarily due to the following items: cash and cash equivalents of Ps.2,191.6 million, trade accounts receivable of Ps.448.4 million, equipment and machinery of Ps.74.8 million, improvements to concession assets of Ps.1,618.2 million, deferred taxes of Ps.137.6 million and advanced payments to suppliers of Ps.54.7 million.

Total liabilities increased by Ps.4,329.5 million, or 46.5%, compared to the same period in 2015. This increase was primarily due to: (i) a Ps.2,600.0 million increase in capital market debt for capital expenditures financing, (ii) an increase in the bank loan obtained for the acquisition of DCA for the equivalent in U.S. dollars of Ps.660.4 million based on the 20.2% depreciation of the peso compared to the dollar, (iii) accounts payable of Ps.448.7 million, (iv) deposits received in guarantee from our airline customers for the collection of passenger fees and from other clients of Ps.211.4 million, (v) concession taxes payable of Ps.132.5 million, (vi) deferred tax liabilities of Ps.127.8 million due to the Montego Bay airport’s concession assets and (vii) income taxes payable of Ps.99.1 million, among other liabilities.

Historically, the cash flow generated from our operations has generally been used to fund operating costs and capital expenditures, including expenditures under our Master Development Programs, and the excess of our cash flow has been added to our accumulated cash balances. In 2014, we decided to modify our leverage strategy to rely more heavily on debt issuances on the Mexican capital markets while continuing to use working capital and resources expected to be generated from operations. On April 1, 2015, we began consolidating MBJA’s results of operations, including net debt. In our opinion, our working capital is sufficient to meet our present obligations.

As of December 31, 2015, 2016 and 2017, we had Ps.2,996.5 million, Ps.5,188.2 million and Ps.7,730.1 million, respectively, of cash and cash equivalents. We recorded no financial investments held for trading purposes as of December 31, 2015, 2016 and 2017.

Cash flows for the year ended December 31, 2017 as compared to cash flows for the year ended December 31, 2016

Cash and cash equivalents increased by Ps.2,541.9 million, or 49.0%, from Ps.5,188.2 million in 2016 to Ps.7,730.1 million in 2017, mainly due to Ps.6,168.7 million in net cash flows provided by operating activities, an increase of 9.4% from Ps.5,641.2 million in 2016. The increase in net cash provided by operating activities was primarily due to: (i) profit for the year of Ps.4,731.1 million (a 41.1% increase compared to 2016), and was partially offset by an increase in income taxes paid of Ps. 374.5 million. Net cash flows provided by operating activities was offset by net cash flows used in investing activities of Ps.1,938.6 million and net cash flows used in financing activities of Ps.1,687.3 million, this increase includes the issuance of debt securities in the amount of Ps.3,800.0 million.

Cash and cash equivalents were mainly used for: (i) dividend payments of Ps.3,006.3 million (Ps.1,503.1 million paid on August 15, 2017 and Ps.1,503.2 million paid on November 7, 2017); (ii) a capital distribution payment of Ps.1,750.2 million on May 8, 2017; (iii) purchases of machinery and equipment, improvements on leased buildings and concession assets and advance payments to suppliers of Ps.1,923.9 million; and (iv) payments of Ps.579.1 million to service the cost of debt.

Cash flows for the year ended December 31, 2016 as compared to cash flows for the year ended December 31, 2015

Cash and cash equivalents increased by Ps.2,191.6 million, or 73.1%, from Ps.2,996.5 million in 2015 to Ps.5,188.2 million in 2016, mainly due to Ps.5,641.2 million in net cash flows provided by operating activities, an increase of 14.2% from Ps.4,904.8 million in 2015. The increase in net cash provided by operating activities was primarily due to: (i) profit for the year of Ps.3,353.6 million (a 21.0% increase compared to 2015), (ii) an increase in cash collected from recoverable income tax and other current assets of Ps.116.2 million, as well as (iii) an increase in deposits received in guarantee of Ps.204.0 million, and was partially offset by an increase in income taxes paid of Ps.515.2 million. Net cash flows provided by operating activities was offset by net cash flows used in investing activities of Ps.1,816.6 million and net cash flows used in financing activities of Ps.1,771.2 million, this increase includes the issuance of debt securities in the amount of Ps.2,600.0 million.

Cash and cash equivalents were mainly used for: (i) dividend payments of Ps.2,139.1 million (Ps.1,198.3 million paid on August 25, 2016 and Ps.940.8 million paid on November 18, 2016); (ii) a capital distribution payment of Ps.1,750.2 million on May 9, 2016; (iii) purchases of machinery and equipment, improvements on leased buildings and concession assets and advance payments to suppliers of Ps.1,857.0 million; and (iv) payments of Ps.345.7 million to service the cost of debt.

As a result of a decision to modify our leverage strategy to rely more heavily on debt issuances on the Mexican capital markets, on February 20, 2015, we made our debut issuance of long-term debt securities on the Mexican market for a total of Ps.2.6 billion, the proceeds of which were used to repay in full our outstanding bank debt of Ps.1.7 billion and to finance capital investments set forth in the Master Development Programs for 2015. The long-term debt securities were issued in two tranches with the following terms: (i) eleven million five-year debt securities issued under the ticker symbol “GAP 15” at a nominal value of Ps.100 each, for a total value of Ps.1.1 billion, on which interest is payable every 28 days at a variable rate of TIIE-28 plus 24 basis points, and the principal will be payable at maturity on February 14, 2020; and (ii) fifteen million ten-year debt securities issued under the ticker symbol “GAP 15-2” at a nominal value of Ps.100 each, for a total value of Ps.1.5 billion, on which interest is payable every 182 days at a fixed rate of 7.08%, and the principal will be payable at maturity on February 7, 2025.

On January 29, 2016, we issued another eleven million GAP 15 debt securities for a total value of Ps.1.1 billion. This issuance was a reopening of the GAP 15 debt securities originally issued on February 20, 2015, and the securities have the same characteristics as the original issuance except for the issuance date and placement price. The proceeds from this issuance were allocated to finance investments set forth in our Master Development Programs for 2016.

On July 8, 2016, we issued a tranche of fifteen million five-year debt securities under the ticker symbol “GAP 16” at a nominal value of Ps.100 each, for a total value of Ps.1.5 billion, on which interest will be payable every 28 days at a variable rate of TIIE-28 plus 49 basis points. The principal is payable upon maturity on July 2, 2021. Proceeds from the issuance were allocated to finance investments set forth in our Master Development Programs for 2016 and the first quarter of 2017.

In addition, to finance the acquisition of DCA in April 2015, we borrowed a total of U.S.$191.0 million through bridge loans with Scotiabank (U.S.$96 million) and BBVA Bancomer (U.S.$95 million), at the variable one-month LIBOR rate plus 70 and 60 basis points, respectively. On September 24, 2015, we signed two new unsecured credit agreements for the refinancing of the bridge loans obtained for the acquisition of DCA. The new loans, from Bank of Nova Scotia and BBVA Bancomer, for U.S.$95.5 million each, generate interest at a variable one-month LIBOR rate plus 99 and 105 basis points, respectively. The Bank of Nova Scotia and BBVA Bancomer loans were disbursed on January 19, 2016 and February 15, 2016, respectively, and have a 5-year maturity.

As of December 31, 2017, we were in compliance with all covenants stipulated by these credit agreements.

On September 14, 2007, MBJA entered into a loan with the IFC for up to U.S.$20.0 million. The loan bears interest at a variable rate of 6-month LIBOR plus 392 basis points, with semi-annual principal and interest payments and final maturity in February 2019. As of December 31, 2017, the balance outstanding under this facility amounted to U.S.$7.5 million (Ps.148.0 million).

As part of the IFC loan transaction described above, MBJA entered into unsecured loans with its shareholder, Vantage, for U.S.$10.9 million and U.S.$0.5 million, in June 2007 and February 2009, respectively. The loans bear annual interest, payable semi-annually, at 14.0% and 8.0%, respectively, without a fixed maturity, and are subject to prepayment restrictions. As of December 31, 2017, the outstanding balance under this facility amounted to U.S.$11.4 million (Ps.225.9 million).

On December 12, 2012, MBJA entered into a second loan with IFC for U.S.$13.5 million. The loan bears interest at a variable rate of 6-month LIBOR plus 450 basis points, with semi-annual principal and interest payments and final maturity five years from each disbursement. As of December 31, 2017, the balance outstanding under this facility amounted to U.S.$3.7 million (Ps.73.5 million).

In 2014 MBJA signed two finance lease arrangements, one with SITA Information Networking Computing BV (SITA) for U.S.$1.8 million, for equipment and the other for software support for U.S.$1.2 million. Both leases are for seven years with a fixed interest rate of 8% per annum. Monthly lease payments total U.S.$0.05 million. As of December 31, 2017, the balance outstanding under this facility amounted to U.S.$1.8 million (Ps.35.4 million).

On December 28, 2017, we entered into loan agreements with The Bank of Nova Scotia Jamaica Limited and The Bank of Nova Scotia for U.S.$40 million with a 7-year maturity. The loan generates interest at a variable rate of one-month LIBOR plus 285 basis points. Payments will be made on a semi-annual basis after 24 months.

As of December 31, 2017, we were in compliance with all covenants stipulated by these credit agreements.

For the years ended December 31, 2015, 2016 and 2017, we had total capital expenditures of Ps.1.1 billion, Ps.1.9 billion and Ps.1.9 billion, respectively. During 2015, 2016 and 2017, 4.2%, 3.9% and 3.1%, respectively, of our capital expenditures were funded by cash flows from operations, while the remaining balance was funded with bank loans and long-term debt securities issued on the Mexican capital markets. We currently intend to fund the investments and working capital required by our business strategy through cash flows from operations and from the indebtedness described above.

Under the terms of our Mexican concessions, each of our Mexican subsidiary concession holders is required to present a Master Development Program for approval by the SCT every five years. Each Master Development Program includes investment commitments (including capital expenditures and improvements) applicable to us as the concession holder for the succeeding five-year period. Once approved by the SCT, these commitments become binding obligations under the terms of our Mexican concessions.

In December 2014, the SCT approved our Master Development Programs for each of our Mexican airports for the 2015 to 2019 period. This five-year program is in effect from January 1, 2015 until December 31, 2019.

The table below sets forth our historical capital expenditures in Mexico. Capital expenditures are calculated on a cash flow basis, meaning that capital expenditures are equal to those investments actually paid for by each airport during a given year and not including investments for which the airport made allocations but did not pay during the given year. The investments shown in the table below therefore reflect our expenditures actually paid for by our airports for the years indicated. In order to be compared with our committed investments for a given year, the investments made in the previous year but paid for in the given year need to be subtracted while the investments allocated but not paid for in the given year need to be added. For the 2015, 2016 and 2017, the total of our investments allocated but unpaid were Ps.221.2 million, Ps.441.5 million and Ps.409.3 million, respectively.

In 2017, we spent Ps.1.8 billion on capital expenditures in Mexico primarily for the rehabilitation of the runway and improvements to access roads at the Guanajuato airport, the expansion of the terminal building at the Guadalajara airport, the expansion of the general aviation aprons and the operational areas at the Hermosillo airport, improvements to the runways and aprons and extension of the checked baggage review system at the Los Cabos airport and improvements in operational areas and improvements of the terminal building in the Tijuana airport. In 2016, we spent Ps.1.8 billion on capital expenditures in Mexico, primarily for expansion and remodeling of terminal buildings and improvements to runways, taxiways and aprons at our Guanajuato, Guadalajara, Puerto Vallarta, Los Cabos and Tijuana airports. In 2015, we spent Ps.1.1 billion on capital expenditures in Mexico, primarily for expansion and remodeling of terminal buildings and improvements to runways and aprons at our Morelia, Guadalajara and Puerto Vallarta airports and acquisition of fire trucks at all airports.

Every five-year period, MBJA is entitled to submit to the JCAA its proposal for increases to the maximum regulated charges together with investment commitments (including capital expenditures for capital projects and required improvements at the Montego Bay airport under MBJA’s Concession Agreement). Upon the JCAA’s approval of the new maximum regulated charges, these commitments become binding obligations under the terms of MBJA’s concession.

On November 18, 2014, the JCAA approved new maximum regulated charges for the Montego Bay airport that assume capital investments (including scheduled maintenance) for the period from April 1, 2015 through December 31, 2019 estimated to cost approximately U.S.$37.9 million. The maximum regulated charges were determined by the JCAA based on traffic projections, operating costs and capital investments included in the new Capital Development Program. It is our understanding that, under the terms of the Concession Agreement with the AAJ, these committed capital investments must be met over the 5-year period and not on an annual basis. In 2017, MBJA made investments of approximately U.S.$3.4 million in capital expenditures, primarily for expansion and remodeling of the terminal, improvements to the runway, apron and equipment. In 2016, MBJA made investments of approximately U.S.$2.4 million in capital expenditures, primarily for expansion and remodeling of the terminal and improvements to the runway and apron. In 2015, MBJA made investments of approximately U.S.$0.7 million in capital expenditures, which was fully dedicated to the replacement of equipment.

In the aggregate, as of December 31, 2017, we held 35,424,453 shares in our treasury worth approximately Ps.1.7 billion, at an average price of Ps.48.93 per share; as of April 13, 2018, we held 35,424,453 shares at an average price of Ps.48.93 per share.

At the General Ordinary Shareholder’s Meeting held on April 21, 2015, a share repurchase program for Series B shares was approved for a maximum amount of Ps.850 million for the twelve months following April 21, 2015. During the twelve months following April 21, 2015, we did not repurchase any shares.

At the General Ordinary Shareholders’ Meeting held on April 26, 2016, a share repurchase program for Series B shares was approved for a maximum amount of Ps.950 million for the twelve months following April 26, 2016. During the twelve months following April 26, 2016, we did not repurchase any shares.

At the General Ordinary Shareholder’s Meeting held on April 25, 2017, a share repurchase program for Series B shares was approved for a maximum amount of Ps.995 million for the twelve months following April 25, 2017. During the twelve months following April 25, 2017, we did not repurchase any shares.

We prepare our consolidated financial statements in conformity with IFRS. Our significant accounting policies are described in Note 3 to our audited consolidated financial statements.

The preparation of consolidated financial statements in conformity with IFRS requires us to make estimates and assumptions that affect the application of accounting policies relating to the reported amounts of assets, liabilities, income and expenses of the relevant period. We base our estimates and judgments on our historical experience, on technical merits for tax positions, on financial projections and on various other reasonable factors that together form the basis for making judgments about the carrying values of our assets and liabilities. Our actual results may differ from these estimates under different assumptions or conditions. We evaluate our estimates and judgments on an ongoing basis. Information on the uncertainty in the use of assumptions and estimates that have a significant risk of resulting in a material adjustment within the next financial year are described in Note 2.g to our audited consolidated financial statements.

We believe our most critical accounting policies that result in the application of estimates and/or judgments are the following:

We are a party to a number of legal proceedings. Under IFRS, provisions are recognized in the financial statements when: an entity has a present obligation (legal or constructive) as a result of a past event; it is probable that an outflow of resources embodying economic benefits will be required to settle the obligation; and a reliable estimate can be made of the amount of the obligation. A provision is not recognized for contingent liabilities. Contingent liabilities must be disclosed unless the possibility of an outflow of resources embodying economic benefits is remote.

We systematically and periodically review the aging and collection of our accounts receivable and recognize an allowance for doubtful accounts when evidence exists that they will not be fully recoverable, according to our bad debt policy. Moreover, because our accounts receivable are concentrated among a small number of important clients, a change in the liquidity of these clients could have a material adverse impact on the collection of our accounts receivables and our future operating results. We believe such risk is adequately covered by guarantee deposits in cash or other kind of guarantees by clients.

Under IFRS, we recognize deferred tax assets and liabilities based on the differences between the financial statement carrying amounts and the tax basis of assets and liabilities. At December 31, 2015, 2016 and 2017, we recognized, within the deferred income tax asset, an estimated amount of recoverable asset tax paid of Ps.168.1 million, Ps.94.3 million and Ps.25.3 million, respectively, based on financial projections that show that we will recover the excess of asset tax over income tax relating to our Guanajuato, Guadalajara, Puerto Vallarta and Tijuana airports. As a result of changes in Mexican tax law (see “Item 5, Operating and Financial Review and Prospects – Overview – Taxation”), the asset tax balance may be recovered through rebates of up to 10% of the total asset tax paid out and pending recovery over the next ten years (starting in 2008), provided that this sum does not exceed the difference between the income tax paid during the period and the asset tax paid during the years 2007, 2006 and 2005, whichever is lower, whenever the income tax exceeds asset tax in any of those years. Additionally, we have recorded a tax loss carryforward, expiring in 2048 as permitted by the Mexican tax authorities for concession operation relating to our Aguascalientes and Morelia airports, and for ourselves, which has ten years to apply its tax loss. We regularly review our deferred tax assets for recoverability based on historical taxable income, projected future taxable income and related income tax expense compared to future estimated asset tax and the expected timing of the reversals of existing temporary differences. If these estimates and related assumptions change in the future, we may be required to make additional adjustments to our deferred tax assets, which may result in a

reduction of, or an increase in, income tax expense. Based on our financial projections, up to December 31, 2017, we will recognize deferred income taxes based on that expectation. In 2015, we reduced the recoverable income taxes paid on dividends for a total amount of Ps.11.4 million. In 2016 and 2017, we did not pay income taxes on dividends as we did not believe we would recover those amounts in future years. Every year we review the amount of income taxes paid on dividends according to our financial projections and determine the amount that could be recovered.

We must test for impairment when indicators of potential impairment in the carrying amount of tangible and intangible long-lived assets in use exist, unless there is conclusive evidence that the indicators of impairment are temporary. An impairment is recorded when the carrying amount of long-lived assets exceeds the greater of the present value of future net cash flows provided by the assets or the net sales price upon disposal. Present value of future net cash flows is based on management’s projections of future operations, discounted using current interest rates. Our evaluations throughout the year and up to the date of this filing did not reveal any impairment of tangible and intangible long-lived assets. We can give no assurance that our evaluations will not change as a result of new information or developments which may change our future projections of net cash flows or the related discount rates and result in future impairment charges.

We believe we have carried out a comprehensive implementation of the standards applicable to the accounting treatment of our concession and have determined that, among others IFRIC 12 is applicable to us. We treat our investments related to improvements and upgrades to be performed in connection with our Master Development Programs and Capital Development Program under the intangible asset model established by IFRIC 12 and do not recognize a provision for maintenance, as all investments required by the Master Development Programs and Capital Development Program, regardless of their nature, directly increase the maximum tariff per traffic unit. Accordingly, all amounts invested under the Master Development Programs and Capital Development Program have a direct correlation to the amount of fees we will be able to charge each passenger or cargo service provider, and thus, a direct correlation to the amount of revenues we will be able to generate. As a result, we define all expenditures associated with investments required by the Master Development Programs and Capital Development Program as revenue-generating activities given that they ultimately provide future benefits, whereby subsequent improvements and upgrades made to the concession are recognized as intangible assets based on the principles of IFRIC 12. Additionally, compliance with the committed investments per the Master Development Programs and Capital Development Program is mandatory, as well as the fulfillment of the maximum tariff and therefore, in case of a failure to meet any one of these obligations (Master Development Programs or Capital Development Program amounts or maximum tariff or maximum regulated charges), we could be subject to sanctions and our Mexican concessions or MBJA’s concession could be revoked. See “Item 4, Information on the Company – Regulatory Framework – Mexican Airport Concessions – General Obligations of Concession Holders.”

In light of the nature of our business and our concessions, we make certain assumptions and professional judgments regarding recognition of depreciation and amortization of our tangible and intangible assets. Depreciation of our tangible assets is calculated under the straight-line method based on the useful lives of the related assets. The estimated useful life and the depreciation method are reviewed at the end of each year, and the effect of any changes in the estimate recorded is recognized on a prospective basis. To determine the amortization period of intangible assets, we focus either on the period over which they will generate future economic benefits or the concession term, whichever is less. We do not determine residual values for machinery, equipment, improvements and leased buildings as they are not considered to be material. As of the date of this filing, we have not made any changes to estimated useful life and depreciation and amortization methods for the years ended as of December 31, 2015, 2016 and 2017. We believe that the decisions made are the most reasonable based on information available, on the judgments made and the way in which we manage our operations.

Under IFRS 3 – Business Combinations, an acquirer of a business accounts for the acquisition of a control position using the “acquisition method,” which generally recognizes the assets acquired and liabilities assumed at their acquisition-date fair values.

As a result of the DCA acquisition, we completed our measurement of the acquisition-date fair values of the acquired assets and assumed liabilities. DCA’s participation in SCL, however, was not recognized because the Santiago de Chile airport concession’s term expired on September 30, 2015. According to our estimates for 2018 and 2019, we expect to recover approximately Ps.11.0 million through dividends and capital repayments. During 2016, we recovered Ps.58.9 million through dividends and capital reductions.

Using this “acquisition method,” we measured an acquisition-date fair value of Ps.3,969.9 million for the net assets held by DCA and MBJA, comprising a non-controlling interest of Ps.852.8 million and a net asset value for our controlling interest of Ps.3,117.1 million. This acquisition-date fair value net asset amount, when compared to the total payment amount of Ps.2,927.4 million at the acquisition date, generates a bargain purchase gain in fair value of Ps.189.8 million, which is recognized in our consolidated statement of Profit or Loss and Other Comprehensive Income under Other Income in 2015.

The following are new or revised International Financial Reporting Standards that have been issued but are not yet effective:

The following is a summary of these recently issued accounting standards, our expected adoption methods and timelines for their implementation, as well as our assessments of their impacts on our consolidated financial position and results of operations, if any.

IFRS 9, issued in November 2009, introduced new requirements for the classification and measurement of financial assets. IFRS 9 was subsequently amended in October 2010 to include requirements for the classification and measurement of financial liabilities and for derecognition and in November 2013 to include the new requirements for general hedge accounting. Another revised version of IFRS 9 was issued in July 2014 mainly to include a) impairment requirements for financial assets and b) limited amendments to the classification and measurement requirements by introducing a ‘fair value through other comprehensive income’ (FVOCI) measurement category for certain simple debt instruments.

IFRS 9 set forth the classification, measurement and derecognition of financial assets and liabilities, introduces new rules for hedge accounting and introduces a new impairment model for financial assets.

As of the date of our consolidated financial statements, we have evaluated how IFRS 9 will impact our consolidated statement of financial position and the consolidated results of operations. As part of this review, we performed a detailed assessment of the classification and measurement of financial assets, which contains three main categories for classification: measured at amortized cost, fair value through other comprehensive income (FVOCI) and FVTPL. The standard eliminates the existing categories of IAS 39 from being held for sale until maturity and available for sale; we do not maintain these types of financial assets, therefore they will not have an impact on our consolidated results.

With respect financial liabilities there will be no impact on our consolidated results because the requirements of the standard mainly affect the accounting records when they are designated at FVTPL and we do not have liabilities of this kind.

Likewise, we do not perform hedge accounting, therefore this new change will not affect our consolidated results.

As mentioned above, the new impairment model will be applied to financial assets classified at amortized cost, debt instruments measured at FVOCI, trade account receivable with customers in accordance with IFRS 15 and accounts receivable for leasing. Due to our internal policies, detailed in Note 5 in the credit risk section, the credit risk with our customers is reduced where the airlines and commercial customers have granted cash guarantees to cover their operations, so the Company does not expect that when applying the new impairment model the effects derived from such model will be material to the consolidated results.

We plan to take advantage of the exemption that allows us not to restate comparative information from previous periods with respect to classification and measurement (including impairment) changes. Differences in the carrying amounts of financial assets and financial liabilities that may result from the adoption of IFRS 9 will generally be recognized in reserves and reserves retained as of January 1, 2018. Therefore, assets and financial liabilities before January 1, 2018 will be accounted under IAS 39.

However, the new standard introduces new requirements to make the disclosure and presentation broader, so a change in the nature and extent of our disclosures about financial instruments could be expected, especially in the year of adoption.

As of the date of this annual report on Form 20-F, we have successfully completed the adoption of IFRS 9, which encompassed a technical analysis of the IFRS 9 along with a deep review of the financial instruments. No significant impact has been determined for the consolidated financial statements of the Company.

IFRS 15 establishes a single comprehensive model for entities to use in accounting for revenue arising from contracts with customers. IFRS 15 will supersede the current revenue recognition guidance, including IAS 18 Revenue, IAS 11 Construction Contracts and the related Interpretations, when it becomes effective.

The core principle of IFRS 15 is that an entity should recognize revenue to reflect the transfer of promised goods or services to customers in an amount that reflects the consideration to which the entity expects to be entitled in exchange for those goods or services. Specifically, IFRS 15 introduces a five-step approach to revenue recognition:

Under IFRS 15, an entity recognizes revenue when (or as) a performance obligation is satisfied, i.e., when ‘control’ of the goods or services underlying the particular performance obligation is transferred to the customer. IFRS 15 adds more prescriptive guidance to deal with specific scenarios and also requires more extensive disclosures.

We plan to use the practical expedients for completed contracts. This means that completed contracts that started and ended in the same comparative period, as well as contracts that are contracts terminated at the beginning of the earliest period presented, are not restated.

According to how we recognize our revenue as described in Notes 3.o and 21, we concluded that we comply with the five steps with respect to the identification of revenue recognition according to IFRS 15 and the impact of adoption of this new standard will have no effect on such recognition. We are convinced that there will be no significant changes in our consolidated statement of financial position and in our consolidated statement of income and other comprehensive income, compared with the financial information that is currently reported and disclosed. However, the new standard introduces new requirements that make the disclosure and presentation broader, so a change in the nature and extent of our disclosures regarding revenues could be expected, especially in the year of adoption.

We will apply IFRS 15 under the “cumulative effect” method, which means that the comparative periods presented in the consolidated financial statements will remain unchanged and we will begin to apply IFRS 15 as of January 1, 2018. Therefore, contracts and related revenues before January 1, 2018 will remain accounted for under the previous revenue recognition standard. From the disclosure requirements perspective, we have obtained a full understanding of the impact of the new disclosure requirements under IFRS 15 on our consolidated financial statements, thus we do consider that our financial reporting processes will provide us with the level of revenue disaggregation along with other data that will help us to comply with IFRS 15 disclosure requirements.

IFRS 16 introduces a comprehensive model for the identification of lease arrangements and accounting treatments for both lessors and lessees. IFRS 16 was issued in January 2017 and will supersede the current lease guidance including IAS 17 Leases and the related interpretations when it becomes effective.

IFRS 16 distinguishes leases and service contracts on the basis of whether an identified asset is controlled by a customer. Distinctions of operating leases (off-balance sheet) and finance leases (on-balance sheet) are removed for lessee accounting and is replaced by a model where a right-of-use asset and a corresponding liability have to be recognized for all leases by lessees (i.e., all are on-balance sheet) except for short-term leases and leases of low-value assets.

The right-of-use asset is initially measured at cost and subsequently measured at cost (subject to certain exceptions) less accumulated depreciation and impairment losses, adjusted for any remeasurement of the lease liability. The lease liability is initially measured at the present value of the lease payment, including the impact of lease modifications, among others. Furthermore, the classification of cash flows will also be affected as operating lease payments under IAS 17 are presented as operating cash flows, whereas under the IFRS 16 model, the lease payments will be split into a principal and interest portion, which will be presented as financing and operating cash flows respectively.

In contrast to lessee accounting, IFRS 16 substantially retains the lessor accounting requirements from IAS 17, and continues to require a lessor to classify a lease contract either as an operating lease or a finance lease, therefore the impact of lease contracts held by the Company as a lessor will not be substantial since such contracts will continue to be accounted for under the current accounting model. Furthermore, IFRS 16 also requires extensive disclosures that we would be able to comply with considering our financial reporting processes along with additional controls and activities to be implemented and monitored on a regular basis.

However, a lessee may elect to account for lease payments as an expense on a straight-line basis over the lease term for leases with a lease term of twelve months or less and containing no purchase options (this election is made by class of underlying asset) and for leases where the underlying asset has a low value when new, such as personal computers or small items of office furniture (this election can be made on a lease-by-lease basis).

IFRS 16 establishes different transitional provisions, including retrospective approach or the modified retrospective approach where the comparative period is not restated.

As of the date of our consolidated financial statements, we evaluated our operating leases and, as described in Notes 3.k and 33 thereto, the leases relate to the rent of spaces for corporate offices, utility vehicles and operating vehicles. As of January 1, 2019 we will maintain the same accounting model as set forth in IAS 17 for those contracts that at this date are expected to be terminated over the following twelve months or less (based on the contractual term of the lease agreement) with no renewal options to be exercised. Such short-term lease contracts relate mainly to transportation equipment.

We quantified the amounts of the lease contracts for a period of more than 12 months and according to the new requirements, the amounts quantified are not considered significant for the consolidated financial statements.

We the decided to apply IFRS 16 early on January 1, 2018, using the “modified retrospective approach” method for the transition to IFRS 16, which means that the comparative periods presented in the consolidated financial statements will remain the same. Therefore, leases before January 1, 2018 will be accounted for under the previous standard.

Amendments to IFRS 2, Classification and Measurement of Share-based Payment Transactions

The amendments are effective for annual reporting periods beginning on or after January 1, 2018 with earlier application permitted. Specific transition provisions apply. Our management does not anticipate that the application of the amendments in the future will have a significant impact on our consolidated financial statements as do not have any cash-settled share-based payment arrangements or any withholding tax arrangements with tax authorities in relation to share-based payments.

Amendments to IFRS 10 and IAS 28, Sales or contributions of assets between an investor and its associate/joint venture

The amendments to IFRS 10 and IAS 28 deal with situations where there is a sale or contribution of assets between an investor and its associate or joint venture. Specifically, the amendments state that gains or losses resulting from the loss of control of a subsidiary that does not contain a business in a transaction with an associate or a joint venture that is accounted for using the equity method, are recognized in the parent’s profit or loss only to the extent of the unrelated investors’ interests in that associate or joint venture. Similarly, gains and losses resulting from the remeasurement of investments retained in any former subsidiary (that has become an associate or a joint venture that is accounted for using the equity method) to fair value are recognized in the former parent’s profit or loss only to the extent of the unrelated investors’ interests in the new associate or joint venture.

The effective date of the amendments has yet to be set by the IASB; however, earlier application of the amendments is permitted. Our management anticipates that the application of these amendments will not have an impact on our consolidated financial statements in future periods should such transactions arise.

The amendments clarify that a transfer to, or from, investment property necessitates an assessment of whether a property meets, or has ceased to meet, the definition of investment property, supported by observable evidence that a change in use has occurred. The amendments further clarify that situations other than the ones listed in IAS 40 may evidence a change in use, and that a change in use is possible for properties under construction (i.e. a change in use is not limited to completed properties).

The amendments are effective for annual periods beginning on or after January 1, 2018 with earlier application permitted. Entities can apply the amendments either retrospectively (if this is possible without the use of hindsight) or prospectively. Specific transition provisions apply.

The management of the Company expects that there may be some impacts as a result of these amendments.

The Annual Improvements include amendments to IFRS 1 and IAS 28, which are not yet mandatorily effective for us. The changes also include amendments to IFRS 12, which is mandatorily effective for us in the current year. See Note 2.1 for more details.

The amendments to IAS 28 clarify that the option for a venture capital organization and other similar entities to measure investments in associates and joint ventures at FVTPL is available separately for each associate or joint venture, and that election should be made at initial recognition of the associate or joint venture. In respect of the option for a company that is not an investment company (“IE”) to retain the fair value measurement applied by its associates and joint ventures that are IEs when applying the equity method, the amendments make a similar clarification that this choice is available for each IE associate or IE joint venture. The amendments apply retrospectively with earlier application permitted.

Both the amendments to IFRS 1 and IAS 28 are effective for annual periods beginning on or after January 1, 2018. Our management does not anticipate that the application of the amendments in the future will have any impact on our consolidated financial statements as we are neither a first-time adopter of IFRS nor a venture capital organization. Furthermore, we do not have any associate or joint venture that is an investment company.

IFRIC 22 addresses how to determine the “date of transaction” for the purpose of determining the exchange rate to use on initial recognition of an asset, expense or income, when consideration for that item has been paid or received in advance in a foreign currency which resulted in the recognition of a non-monetary asset or non-monetary liability (e.g., a non-refundable deposit or deferred revenue).

IFRIC 22 specifies that the date of transaction is the date on which the company initially recognizes the non-monetary asset or non-monetary liability arising from the payment or receipt of advance consideration. If there are multiple payments or receipts in advance, IFRIC 22 requires a company to determine the date of transaction for each payment or receipt of advance consideration.

The Interpretation is effective for annual periods beginning on or after January 1, 2018 with earlier application permitted. Entities can apply IFRIC 22 either retrospectively or prospectively. Specific transition provisions apply to prospective application.

Our management does not anticipate that the application of the amendments in the future will have an impact on our consolidated financial statements, since we already account for transactions involving the payment or receipt of advance consideration in a foreign currency in a way that is consistent with the amendments.

The following table summarizes our contractual obligations as of December 31, 2017:

The board of directors is responsible for the management of our business. Pursuant to our bylaws, our board of directors generally must consist of eleven members. Under Mexican law, at least 25 percent of our directors must be independent (as determined by our shareholders at each annual General Ordinary Shareholders’ Meeting, applying the provisions of our bylaws and relevant Mexican and other laws); under the Securities Market Law, the National Banking and Securities Commission may object to such designation of independence. Currently, our board of directors comprises eleven members.

Our bylaws provide that the holders of Series BB shares are entitled to elect four members to the board of directors and their alternates. Our remaining directors are elected by the holders of our Series B shares (who do not elect alternates). Under our bylaws, each shareholder or group of shareholders owning 10% of our capital stock in the form of Series B shares is entitled to elect one member to the board of directors. Also our bylaws prevent any Series B shareholders, individually, or together with related parties, from appointing more than one board member, even if the shareholder owns more than 10% of our outstanding capital stock (because any shares in excess of the 10% maximum do not have any voting rights under our bylaws). The other directors to be elected by the holders of our Series B shares are elected by majority vote of all holders of Series B shares present at the shareholders’ meeting, except for those Series B shareholders that already participated in any 10% board member designation. Selection of independent directors is conducted through an executive search firm tasked with locating individuals with appropriate profiles. Directors are elected for one-year terms at the ordinary shareholders’ meeting.

At our April 26, 2017, General Ordinary Shareholders’ Meeting, no changes were made to the composition of our Board of Directors and all existing members were ratified. The Board of Directors was notified on February 22, 2018 of the replacement of Mr. Francisco Javier Marín San Andrés by Mr. José Manuel Fernández Bosh and the replacement of Mr. Rodrigo Marabini Ruiz by Juan José Álvarez Gallego, both members of the Board appointed by AMP. The composition of our board of directors as of the date of this report is set forth in the following table, which lists the title, date of appointment, age and alternate, as applicable, of each of our current directors, however, this composition could change in the Ordinary Shareholders Meeting to be held on April 25, 2018. In the past, certain of our shareholders have challenged the composition of our board of directors. For more information see “Item 8, Financial Information – Legal Proceedings – Litigation related to Grupo México, S.A.B. de C.V. seeking to void certain resolutions adopted at our corporate shareholders’ meetings .”

Laura Díez Barroso Azcárraga. Mrs. Díez Barroso is chairwoman of our board of directors since 2015 and chairwoman of Fundación GAP since its establishment in 2013. She is also a member of the board of directors of Telmex and Grupo Financiero Inbursa. Mrs. Díez Barroso began her career in publishing in 1979 as editor of the teen magazine, TU. In 1988 she founded Editorial Eres, and in 1995 Editorial Eres merged with Editorial Televisa. Mrs Díez Barroso was named Chairwoman of the Board and CEO until 2000. She currently invests in both public and private entities through the LCA Capital economic group, a family office she co-founded. She has previously served as a regular board member of Royal Caribbean International, ProMujer México, Telmex Internacional and the Fundación del Centro Histórico de la Ciudad de México, A.C. Mrs. Díez Barroso participates in philanthropic works in her role as chairwoman of Fundación GAP, president of the board of trustees of the museum of San Ildefonso College in Mexico City and board of director of the Centro Roberto Garza Sada.

Juan José Álvarez Gallego. Mr. Álvarez is Director of Aena Internacional at Aena, SME, SA. He is a member of the board of directors of AMP and of London Luton Airport Operations Limited. Since joining Aena in 1991 he has served in several management positions including, Director of Gerona Costa Brava Airport, Director of Tenerife Sur Airport, Director of the Canary Islands Group of Airports, Director of East Group of Airports, and Director of Group I of Airports of Aena. Previously, he worked at the Autonomous Body of National Airports (Organismo Autónomo de Aeropuertos Nacionales) and as airworthiness inspector at the General Civil Aviation Direction (Dirección General de Aviación Civil). He has been a lecturer at the Civil Engineering School of the Alfonso X University in Madrid. He has been a member of the ACI World Facilitation & Services Standing Committee. He is an aeronautical engineering graduate from the Madrid Polytechnic University, and attended the Senior Management Business Program (Programa de Alta Dirección – PADE) at the IESE Business School.

Juan Gallardo Thurlow. Mr. Gallardo was elected to our board of directors on April 26, 2016. Mr. Gallardo currently is the chairman of the board of directors of Organización CULTIBA (the holding company for GEPP and Grupo Azucarero), and the chairman of the board of Grupo Azucarero México, the largest sugar mill group in Mexico and Grupo GEPP, the exclusive bottling company of PepsiCo in Mexico. Mr. Gallardo is also a member of the board of directors of Caterpillar Inc. and Banco Santander (Mexico) S.A., as well as a member of the international advisory councils of Bombardier, Rabobank and Lafarge. Mr. Gallardo is a member of the Consejo Mexicano de Negocios, A.C. and of the Consejo Empresarial de América Latina. He was coordinator of COECE, a special ad-hoc alliance of all Mexican private sector organizations formed to promote increased trade between Mexico, the United States and Canada and the rest of the world, particularly in the context of NAFTA and the Free Trade Agreement with the European Union. Mr. Gallardo has a bachelor’s degree in law from the Escuela Libre de Derecho in Mexico City and completed the AD-II Top Management Course at IPADE in Mexico City. He was honored by the French Government with the Legion of Honor.

José Manuel Fernández Bosch. Mr. Fernández is Aena’s Managing Director of Non-Regulated Business. He manages Commercial Businesses in Aena’s airports network, Aena’s Real Estate Development and Aena’s International Development. Previously, he served as Director of Commercial Services and Property Management at Aena. As CEO of Aena’s International Development, he supervises the management of the London Luton airport, where Aena is the controlling shareholder, two airports in Colombia (Cartagena de Indias and Cali) and the Company’s airports in México and Jamaica. He is a telecommunication engineer with a degree from the Universidad Politécnica de Madrid and an MBA from IESE Business School.

Alfredo Casar Pérez. Mr. Casar holds a bachelor’s degree in economics from the Autonomous Technological Institute of Mexico (ITAM), a degree in industrial engineering from Anahuac University and a master’s degree in economics from the University of Chicago. He has been a member of the board of directors of Grupo México since 1997. He was named Executive President of Grupo Ferroviario Mexicano S.A. de C.V. (“GFM”) and Ferrocarril Mexicano, S.A. de C.V. (“Ferromex”), on March 5, 2008, and he served as President and Chief Executive Officer of GFM and Ferromex since November 16, 1999. Previously, Mr. Casar served as director of development at Grupo Mexico S.A.B. de C.V. for two years after having served as Chief Executive Officer of Compañía Perforadora México, S.A. de C.V. and Méxican Chief Executive Officer of Compañía Constructora, S.A. de C.V., during 7 years. Mr. Casar is also a member of the board of directors of Grupo Mexico, GFM and Southern Copper Corporation (“SCC”).

Carlos Cárdenas Guzmán. Mr. Cárdenas has been a member of our Board of Directors since 2011. He also serves as President of our Audit Committee. He is a Certified Public Accountant from the Universidad Autónoma de Guadalajara and a master’s degree in Tax Law from the Universidad Panamericana (IPADE). He is a retired partner of Ernst & Young Mexico after 39 years of active service, where he served as the Tax Partner in Charge during many years, and as member of it´s Executive Committee. Currently, he serves on the Board of Directors and, as member or President of Audit Committees of numerous large Mexican companies, including among others as Independent Board Member and President of the Audit Committee of Aleatica, S.A. (Subsidiary company of the Australian Fund IFM Investors), Independent Board Member and Audit Committee member of Grupo Farmacias del Ahorro, Independent Board Member and President of the Audit Committee of Reaseguradora Patria, S.A., Member of the Peña Verde SAB Evaluation and Compensation Committee, Independent Board Member and Audit Committee member of Anteris Capital Venture Lending Fund, Audit Committee member of Lockton México Agente de Seguros y de Fianzas S.A. de C.V., and Former Board President of The American British Cowdray Medical Center, I.A.P. (Centro Médico ABC). He is also a member of several business and professional associations; most notably, he served as President of the Mexican Institute of Certified Public Accountants (IMCP) and of the Academy of Tax Studies of Public Accounting (AEF).

Joaquín Vargas Guajardo. Mr. Vargas was elected as an independent director to the Company’s board of directors on April 16, 2012. He is chairman of the board of directors of Grupo MVS Comunicaciones, S.A. de C.V., which includes, among others, radio stations such as MVS News, EXA FM and La Mejor, as well as DISH satellite television services and the television channel 52MX. He serves on the boards of directors of publically traded companies Vitro, Grupo Financiero Santander and Médica Sur. He is also a member of the boards of directors of El Universal newspaper, and Costamex, among others.

Álvaro Fernández Garza. Mr. Fernández was elected to our board of directors on February 26, 2014 as a provisional director nominee and was ratified as an independent director during the April 23, 2014 Shareholder Meeting. He serves as a General Director of Grupo ALFA and is member of the board of directors of Vitro, ALFA and CYDSA. He is also a member of the board of directors of the Museo de Arte Contemporaneo de Monterrey (MARCO), Grupo CitiBanamex and Georgetown University (Latin American Board). He is president of the board of the Universidad de Monterrey (UDEM). He holds a bachelor’s degree in economics from the University of Notre Dame, a master’s degree in business administration from the Instituto Tecnológico de Estudios Superiores de Monterrey (ITESM) and an MBA from Georgetown University.

Juan Díez-Canedo Ruíz. Mr. Díez-Canedo Ruíz received a bachelor’s degree in economics from the Instituto Tecnológico Autónomo de Mexico (ITAM) in 1973 and a PhD in economics from the Massachusetts Institute of Technology (MIT) in 1980. In 1978 he began working at Banco de México, holding several positions until becoming head of Macrofinancial Programming and Economic Research, a position he held until 1988. In 1980, he obtained first place in the Banamex National Economics Award. From 1989 to 1992, he was Deputy CEO of Banco Internacional (currently HSBC). From 1992 to 1994 he was Director General of the Banking area of Grupo Financiero Probursa; from 1995 to 1996 he was Executive Vice-president of Grupo Maseca (GRUMA); and from 1995 to 1999 he was Executive Vice-president of Grupo Financiero Banorte. From November 1999 to February 2001 he was CEO of CINTRA, the holding company of Aeroméxico and Mexicana de Aviación; from 2001 to 2009 he was President of Fomento y Desarrollo Comercial, S.A. de C.V.; and from 2009 to date, President and CEO of Financiera Local, S.A. de C.V. SOFOM ENR. He has been a professor at several institutions (ITAM and El Colegio de México, among others) and has published articles in specialized academic magazines in Mexico and the United States. He has been a member of the board of directors of companies such as Telmex, Alcatel, Banorte, Grupo Maseca, Grupo Gimsa, Deportes Martí, Fondo de Cultura Económica, among others. He is also member of the board of Agrofinanciera del Noroeste, TdA (Titulización de Activos, Madrid España) and the Regional Metropolitan Board of Grupo Financiero Banorte.

Ángel Losada Moreno. Mr. Losada was elected as an independent director to the Company’s board of directors on April 23, 2014. He is currently executive president and chairman of the board of directors and CEO of Grupo Gigante, S.A.B. de C.V. He is a member of the boards of directors of Banco Nacional de México, S.A. (Citi Banamex Group), the Federico Gómez Children’s Hospital and Laboratorios Novag. He has also served as chairman of the board of directors of the Mexican National Association of Retailers (Asociación Nacional de Tiendas de Autoservicio y Departamentales, A.C., or ANTAD), as a director and member of the board of directors of the Food Marketing Institute of the United States and as member of the board of Mexico City’s National Chamber of Commerce. Mr. Losada holds a bachelor’s degree in business administration from Universidad Anáhuac.

Roberto Servitje Achutegui. Mr. Servitje was elected as an independent director to the Company’s board of directors on April 16, 2012. He has 25 years of experience in the food and beverage industry. He served as executive vice president and director of Grupo Bimbo, S.A., and as president of Grupo Altex S.A., a diversified agro-industrial group, since January 2000. He is also a member of the boards of directors of various companies, such as Grupo Elektra, Banco Azteca, Grupo Lacrem (in Barcelona, Spain) and Financiera Independencia. He also serves as co-chairman of Mexico’s “Vision for Sustainable Agriculture” at the World Economic Forum and as Treasurer of the Patronato de Arte Contemporáneo and of the Fundación Olga y Rufino Tamayo. Mr. Servitje received a degree in business administration from Universidad Iberoamericana and an MBA in marketing and finance from Northwestern University (Kellogg). Mr. Servitje tendered his resignation in January 2018. His replacement will be proposed during the 2018 General Ordinary Shareholder’s Meeting.

During 2017, the attendance to the sessions of Corporate Governance was of 93.1%.

Pursuant to our bylaws, the directors appointed by the holders of Series BB shares are entitled to appoint and remove our top-level executive officers.

The following table lists our top-level executive officers, their current positions and their dates of appointment as executive officers:

Fernando Bosque Mohíno. Mr. Bosque was appointed on December, 13, 2010 as CEO by the Board of Directors. From January 1, 2011 to December 2010, he served as the CEO of MBJA, appointed by Abertis. He has over 35 years of experience in the airport industry, beginning his career in 1976 in the Federal Aviation and Transportation Department in Spain. He has extensive knowledge of the airport industry, having previously been Director of Administration in Aena and CFO of Aena International, one of our strategic partners. He has served as a member of some governance bodies of ASUR, working as Ferrovial´s Concession Director, and consequently has a strong understanding of the privatization structure of the Mexican airports. Mr. Bosque is graduate in economics and business administration from the Universidad Autónoma de Madrid, Spain.

Saúl Villarreal García. Mr. Villarreal was named our CFO effective on February 25, 2015. He joined the Company in October 2003 and has been responsible for overseeing Corporate Administration since that time; as a result, he has vast experience and knowledge of the Company, mainly from an Administrative and Financial Management aspect. In 2006, he participated in the Initial Public Offering process and more recently participated in the issuance of debt securities on the local market. Mr. Villarreal is a public accountant from the University of Guadalajara, with an MBA from the same university and a master’s degree in finance with a concentration in international accounting from the Universidad Panamericana.

Sergio Enrique Flores Ochoa. Mr. Flores was named our General Counsel in February 2002. Previously, he was the manager of legal matters for the ASA and an Assistant District Attorney for Mexico City. In addition, he was head of the legal department of INFONAVIT and legal manager for NAFIN. Mr. Flores received a degree in law, as well as a master’s degree in law, from the Universidad Nacional Autónoma de México (UNAM).

Jorge Luis Valdespino Rivera. Mr. Valdespino was named our Director of Human Resources in August 2006. He has twenty-five years of experience as a human resources executive. Previously, he worked in human resources in different industries, including energy, pharmaceutical, automotive and aeronautics. Currently, Mr. Valdespino also serves as President of the Human Resources Committee for the Latin American and Caribbean Association of International Airports (ACI-LAC). Mr. Valdespino received an undergraduate degree in business administration and a postgraduate degree in human resources from the Universidad Tecnológica de México, and a master’s degree in human talent management from the Universidad Panamericana.

Tomás Enrique Ramírez Vargas. Mr. Ramírez was named our Director of Commercial Activities in August 2013. He joined our company in 2007 as the Commercial Development Manager. Previously, he worked for Deloitte and Promotora y Operadora de Infraestructura (Pinfra). In addition, he was part of our Aeronautical Revenues and Air Service Development team from 2004 to 2006. Mr. Ramírez holds a bachelor’s degree in management and finance from the Universidad Panamericana and has a joint MBA from the Thunderbird School of Global Management and the Instituto Tecnológico de Estudios Superiores de Monterrey (ITESM).

José Ángel Martínez Sánchez. Mr. Martínez was named our Director of Technical Operations in May 2016. Previously, he worked at AENA in several capacities within Airport Engineering and Maintenance. Most recently, as part of AENA Internacional, he was Manager of Technical Operations for five years in Colombia, supporting the Cartagena de Indias, Cali and Barranquilla airports. He was also the AENA manager responsible for the takeover of the London-Luton Airport in the United Kingdom. Mr. Martínez holds a degree in Aeronautical Engineering with a specialization in Airports and Air Transport. He also holds an MBA from the Universidad Rey Juan Carlos in Madrid, and a master’s degree in Infrastructures, Equipment and Services Management from the Universidad Politécnica in Madrid.

The business address of our directors and executive officers is our principal executive headquarters.

Under the technical assistance agreement with AMP, the four directors and four alternates elected by AMP do not receive compensation from us for serving on our board of directors.

For 2017, the aggregate compensation paid to our directors designated by our Series B shareholders was approximately Ps.5.4 million. The compensation paid to the director appointed by Grupo México was of approximately Ps.0.9 million. We have not established any pension, retirement or similar benefits or arrangements for these individuals. These directors receive a base annual compensation of approximately U.S.$44,100 for their service on our board of directors. Additionally, for their services to our corporate governance committees, certain directors receive supplemental compensation: the president of our Audit Committee receives an additional 35% of the base annual compensation; members of our Audit Committee receive 20% of the base annual compensation; and members of our Acquisition Committee and our Compensation Committee receive 10% of the base annual compensation.

The compensation paid to our six executive officers amounted to Ps.28.6 million in 2017, of which 69% was salary, 29% was bonuses and 2% was other compensation. We have not established any pension, retirement or similar benefits or arrangements for these individuals through 2017. However, in 2016 we established a new long-term cash bonus incentives plan for our executives, which seeks to encourage the retention and development of key management within the Company. The executive officers’ rights to exercise this compensation plan will vest at the end of 2019, subject to achieving certain performance and profitability targets for the Company, including share price, distributions to shareholders, operating profitability, net income and capital expenditures.

None of our directors, alternate directors or executive officers is the beneficial owner of more than 1% of any class of our capital stock, except as described in “Item 7, Major Shareholders and Related Party Transactions – Major Shareholders.” None of our directors or executive officers is entitled to benefits upon termination under their service contracts with us, except for what is due to them according to the Mexican Federal Labor Law. Additionally, we have not made personal loans to our directors or executive officers and do not have a stock option plan or any equivalent plan.

Our bylaws provide for four committees to assist the board of directors with the management of our business: an Operating Committee, an Audit and Corporate Practices Committee, an Acquisitions Committee and a Nominations and Compensation Committee. The Audit Committee, to which our bylaws have granted the duties provided for in the Securities Market Law for Mexican corporate practices committees, is the only legally required committee. The other committees have been established to assist the board of directors. The board of directors may establish further committees from time to time.

The Operating Committee, which, pursuant to our bylaws, shall have six members and three alternates, is responsible for, among other matters, proposing and approving certain plans and policies relating to our business, investments and administration, including approval of the Master Development Programs of our subsidiary concession holders, our dividend policy and investments of less than U.S.$3.0 million that are not provided for in our annual budget. Pursuant to our bylaws, the board of directors is authorized to appoint the six members of the Operating Committee. Board members elected by the holders of Series BB shares have the right to appoint three of the committee members. As of the date of this report, the members of the Operating Committee are Fernando Bosque Mohíno, CEO, who chairs the committee; Carlos Alberto Rohm Campos; Alejandro Cortina Gallardo; Saúl Villarreal García, Chief Financial Officer; Tomás Enrique Ramírez Vargas, Director of Commercial Activities; and José Ángel Martínez Sánchez, Director of Technical Operations. Carlos Manuel Porrón Suarez, Santiago Riveroll and Carlos Laviada Ocejo serve as alternates for Fernando Bosque Mohíno, Carlos Alberto Rohm Campos and Alejandro Cortina Gallardo, respectively.

The Audit and Corporate Practices Committee, which must have a minimum of three members, the majority of whom must be members of our board of directors, is responsible, among other things, for: (i) monitoring the compliance of our directors, officers and employees (and those of our subsidiaries) with our (and their) bylaws (estatutos sociales) and applicable law, (ii) naming, and supervising the work of, our independent auditors and (iii) receiving and investigating internal complaints or other information concerning our systems of internal control and other such matters. The Audit and Corporate Practices Committee is also responsible for reviewing our corporate governance and all related-party transactions (according to the requirements of our bylaws and the Mexican Market Law), including transactions with AMP. The members of the board of directors elected by the holders of Series BB shares are entitled to propose the appointment to the Audit and Corporate Practices Committee of the number of members representing 20% of the committee’s total members, but at least one member who must also fulfill applicable independence requirements. The president of this committee is elected at the annual shareholders’ meeting. The composition of the Audit and Corporate Practices Committee must at all times be compliant with all applicable laws and regulations, including independence requirements, for every jurisdiction in which our securities are listed or quoted. As of the date of this report, the Audit and Corporate Practices Committee comprises the following directors: Carlos Cárdenas Guzmán serves as president and Juan Díez-Canedo Ruíz and Ángel Losada Moreno serve as members.

The Acquisitions Committee is responsible for ensuring compliance with our procurement policies set forth in our bylaws. Among other things, these policies require that the Acquisitions Committee approve any transaction or series of related transactions between us and a third party involving consideration in excess of U.S.$400,000 and that any contract between us, on the one hand, and AMP or any of its related parties, on the other hand, be awarded pursuant to a bidding process, which, in the case of AMP, must involve at least three other bidders. In the case of a proposed transaction between us and AMP or any related party, we are required to invite, pursuant to the bylaws, at least three contractors to bid on the transaction and, in the case that a third-party contractor’s bid is equal to or less than AMP’s bid, the transaction is awarded to the third-party contractor.

Our bylaws provide that a shareholders’ meeting will determine the number of members of the Acquisitions Committee, which must be composed primarily of members of the board of directors. The members of the board of directors elected by the holders of Series BB shares are entitled to appoint to the committee the number of members representing 20% of its total members but at a minimum, one member. As of the date of this report, the Acquisitions Committee consists of proprietary members Carlos Laviada Ocejo and Joaquin Vargas Guajardo. Eduardo Sánchez Navarro Redo was elected to serve as an alternate member to Carlos Laviada Ocejo. A secretary has also been appointed who is not a member of the committee.

The Nominations and Compensation Committee is responsible for nominating candidates for election to our board of directors and making recommendations regarding the compensation of our directors and officers. The committee also serves in a corporate governance role within the scope of its subject matter. Our bylaws provide that a shareholders’ meeting will determine the number of members of the committee. The holders of the Series B and Series BB shares, each acting as a class, are each entitled to name one member of the Nominations and Compensation Committee. The remaining members of the committee, if any, are designated by the two members who were selected by the Series B and Series BB shareholders. If these two members are unable to reach agreement, the remaining members of the committee will be designated by the majority of the votes in the shareholders’ meeting, provided that, in such case, holders of the Series BB Shares will be entitled to appoint 20% of the members but at a minimum, one member. Members of the committee serve for a term of one year. At each annual shareholders’ meeting, the Nominations and Compensation Committee is required to present a list of candidates for election as directors for the vote of the Series B shareholders. As of the date of this report, the members of the Nominations and Compensation Committee are Rodrigo Marabini Ruíz and Álvaro Fernández Garza. Laura Díez Barroso Azcárraga was elected to serve as an alternate member to Rodrigo Marabini Ruíz.

The following table sets forth the number of employees and a breakdown of employees by main category of activity and geographic location as of the end of each year indicated:

As of December 31, 2017, 57.0% of our employees were non-unionized employees. The remaining 43.0% employees were unionized. All of our unionized employees are members of local chapters of the Mexican National Union of Airport Workers (Sindicato Nacional de Trabajadores de la Industria Aeroportuaria y Servicios Similares y Conexos de la República Mexicana), an organization formed in 1998 whose members include employees of ASA as well as of the three other airport groups (the Southeast Group, the Mexico City Group and the Central-North Group) operating in Mexico. Labor relations with our employees are governed by one collective bargaining agreement relating to each one of our twelve airport subsidiaries; which is negotiated by the respective local chapter of the union. As is typical in Mexico, wages are renegotiated every year, while other terms and conditions of employment are renegotiated every two years. In 2016, we successfully renegotiated our collective bargaining agreements, thereby securing a favorable and productive work environment for our employees for 2017 and 2018. We believe that our relations with our employees are good, and the wages we pay our employees are similar to those paid to employees of similar airport operating companies in Mexico. During October 2018, we will begin renegotiating our collective bargaining agreements.

We offer a savings plan available to all of our Mexican employees pursuant to which our employees may make bi-weekly contributions of up to 13% of their pre-tax salaries. We make bi-weekly contributions matching each employee’s contribution. Employees are entitled to withdraw funds from their accounts on an annual basis. In 2015, 2016 and 2017, we made a total of Ps.17.0 million, Ps.17.7 million and Ps.22.0 million, respectively, in payments to employees’ accounts pursuant to the savings plan.

Funds in the savings plan may be used to make loans to employees and are otherwise invested in securities listed on the Mexican Stock Exchange or in treasury bills issued by the Mexican Treasury Department.

The following table sets forth the number of employees and a breakdown of employees by main category of activity as of the end of each year indicated:

As of December 31, 2017, 32.5% of MBJA’s employees, comprising management and contract staff, were non-unionized employees and the remaining 67.5% employees were unionized. The unionized employees are members of two local trade unions: the Trade Union Congress (“TUC”) and Union of Technical, Administrative, and Supervisory Personnel (“UTASP”).

On December 16, 2016, MBJA and the TUC amicably agreed and executed the current collective bargaining agreement covering the period from March 1, 2016 to February 28, 2018. Forty-eight employees from MBJA’s maintenance, engineering and emergency response service teams are members of the TUC.

On December 12, 2016, MBJA and the UTASP amicably agreed and executed the current collective bargaining agreement covering the period from April 1, 2016 to March 31, 2018. Sixty employees from MBJA’s supervisory and administrative personnel across different departments are members of the UTASP.

MBJA’s collective bargaining agreements with TUC and UTASP are expected to commence negotiations for the new contract period (2018-2020) in the second quarter of 2018, with the aim of securing a favorable and productive work environment for MBJA’s employees. The new collective bargaining agreement for TUC will cover the period from March 1, 2018 to February 28, 2020; and for UTASP from April 1, 2018 to March 31, 2020.

We anticipate an amicable conclusion of the next round of negotiations as MBJA continues to maintain a good relationship with both unions. Further, to our knowledge, MBJA pays comparable salaries and benefits to similar enterprises in Jamaica.

MBJA also facilitates voluntary employee salary deductions for personal savings.

Prior to our initial public offering in 2006, the Mexican government owned 476,850,000 Series B shares, representing 85% of our issued and outstanding capital stock. After the offering, the Mexican government ceased to be a shareholder.

The following table sets forth information with respect to beneficial ownership of our capital stock as of January 9, 2018:

AMP holds all of our Series BB shares, representing 15% of our total capital stock. Special rights and restrictions attached to our Series BB shares are described under “Item 4, Information on the Company – History and Development of the Company” and “Item 10, Additional Information – Corporate Governance – Voting Rights and Shareholders’ Meetings.” As of January 9, 2018, approximately 9.8% of our Series B shares were held in the form of ADSs, and 84.0% of the holders of our ADSs (65 holders, including The Depository Trust Company) had registered addresses in the United States.

The rules governing the sale of our Series BB shares to AMP required that AMP place all of its Series BB shares in trust in order to guarantee AMP’s performance of its obligations under the technical assistance agreement and AMP’s commitment to maintain its interest in us for a specified period. Accordingly, AMP has placed its shares in trust with Bancomext. This trust provides that AMP may instruct Bancomext with respect to the voting of the shares held in trust that represent up to 10% of our capital stock; the remaining 5% is required to be voted in the same manner as the majority of all shares voted at the relevant shareholders’ meeting. Under our bylaws and the trust, AMP could not sell any of its Series BB shares before August 25, 2004. Since the end of this no-sale period, AMP has been permitted to transfer up to 49% of its Series BB shares without restriction. After August 25, 2009, AMP may sell in any year up to 20% of its remaining 51% ownership interest in us represented by Series BB shares. The terms of the trust will be extended for an additional fifteen years if, at the end of the initial fifteen-year term, AMP holds shares representing more than 10% of our capital stock. AMP may terminate the trust before the second fifteen-year term begins if (i) AMP holds less than 10% of our capital stock at the end of the initial term, and (ii) the technical services agreement has been terminated. AMP is required to deposit in the trust any additional shares of our capital stock that it acquires.

AMP’s shareholders have entered into a shareholders’ agreement that provides that AENA will have the right to appoint our director of technical operations, meanwhile (i) the appointment of AMP’s representatives to our board of directors and board committees shall be made on a rotating basis, and (ii) any right of AMP regarding the appointment of our chief executive officer, chief financial officer, director of investor relations, general counsel, director of human resources, director of commercial activities, the secretary of our board of directors and most other matters relating to AMP’s participation in us, must be made, in principle, pursuant to the unanimous consent of AMP’s shareholders. When unanimous consent is not obtained, other mechanisms exist to avoid the resulting deadlocks. However, such deadlocks might still occur, which may affect our operations. See “Item 3, Key Information – Risk Factors – Risks Related to our Strategic Shareholder – Disputes among AMP’s shareholders may affect our shareholders’ meetings or management.”

Under the terms of the participation agreement and the trust agreement, AMP’s designated “Mexican” and “operating” partners were required to maintain their 25.5% ownership interest in AMP until August 25, 2014. On November 19, 2014, CMA and DCA entered into a stock purchase agreement and formalized the transaction through which CMA purchased from DCA 792,800,000 shares, representative of 33.33% of the capital stock of AMP. Although CMA became 66.66% owner of the capital stock of AMP as a result of this transaction, CMA and AENA have agreed that AENA’s consent is required with respect to certain significant actions or decisions.

The rules for the sale of the Series BB shares required AMP, us and the SCT to enter into a participation agreement, which established the framework for the technical assistance agreement and the Banco Nacional de Comercio Exterior, S.N.C., or Bancomext, trust agreement.

Since the time our concessions were granted and pursuant to the technical assistance agreement and the participation agreement, AMP and its shareholders agreed to provide management and consulting services and transfer to us technical assistance and technical and industry expertise related to the operation of airports, thereby helping us develop and improve our airports and the services they provide. Under the technical assistance agreement and the participation agreement, we have obtained a variety of services from AMP, including airport operating and security advice, direction on the development of commercial projects, identification of new investment opportunities and assessments of different international projects, including the acquisition of the Montego Bay International Airport in Jamaica. The active participation of AMP in our operations as a result of the technical assistance agreement and the participation agreement is a competitive advantage that has become an essential part of our operations and results growth as can be seen in the financial information. See “Item 5, Operating and Financial Review and Prospects – Overview.”

The agreement has an initial term of fifteen years, but automatically renews for successive five-year terms unless one party provides the other a notice of termination at least 60 days prior to a scheduled expiration date. Despite the automatic renewal under Clause 5.2 of the agreement, at our April 23, 2014, board of directors meeting, we requested the opinion of the board’s independent directors with respect to the continuation of the agreement. The majority of our independent directors voted in favor of the five-year automatic renewal option. The agreement was thus automatically renewed on August 25, 2014, for an additional five-year term.

A decision by us to renew or cancel the technical assistance agreement is subject to the approval of 51% of Series B shareholders other than AMP or any related party of AMP (to the extent that AMP or any such related party holds Series B shares). The agreement will only remain in effect if AMP continues to hold at least 7.65% of our capital stock. If the agreement does not remain in place, our management could change and due to the lack of technical assistance, our operations could be adversely and significantly affected.

The technical assistance fee is equal to the greater of U.S.$4.0 million adjusted annually for inflation (measured by the U.S. CPI) or 5% of our annual consolidated income from operations (calculated prior to deducting the technical assistance fee and depreciation and amortization in accordance with MFRS). We believe that this structure creates an incentive for AMP to increase our annual consolidated earnings.

The technical assistance agreement allows AMP, its shareholders and their affiliates to render additional services to us only if our Acquisitions Committee determines that these related parties have submitted the most favorable bid in a bidding process with at least three unrelated parties. This process is described in “Item 6, Directors, Senior Management and Employees – Board Committees.”

In 2015, we recognized expenses of Ps.2.3 million (U.S.$111.0 thousand) paid to AMP. In 2016, we recognized travel expenses of Ps.2.3 million (U.S.$109.6 thousand) paid to AMP. In 2017, we did not recognize any expenses paid to AMP. Pursuant to the technical assistance agreement, the fee paid to AMP and its affiliates was approximately Ps.234.9 million (U.S.$11.4 million), Ps.301.8 million (U.S.$14.6 million) and Ps.357.4 million (U.S.$18.2 million) for 2015, 2016 and 2017, respectively.

The Tijuana airport has a commercial agreement with OTV for the construction, operation, maintenance and use of a cross-border walkway (“the CBX”), with each party responsible for the section of walkway corresponding to such party’s side of the U.S.-Mexico border. The CBX aims to facilitate the flow of passengers in both directions across the border with the presentation of a valid boarding pass. The contract has been in effect since April 8, 2013 and expires with the expiration of the Tijuana airport concession. The CBX began operations on December 9, 2015, and as of December 31, 2016, it had been used by approximately 1.3 million passengers. During the year ended December 31, 2017, the CBX was used by approximately 1.9 million passengers. The agreement establishes that OTV must pay the Tijuana airport a fixed fee for every passenger that uses the CBX as compensation for the reduction in non-aeronautical services revenues from parking, taxi, bus, retail, car rental and money exchange services. In 2016 and 2017, the Tijuana airport invoiced and collected Ps.33.1 million and Ps.44.0 million, respectively, under this agreement. For more information, see Note 32 of our audited consolidated financial statements.

OTV is a private company incorporated in the United States and wholly owned by Otay-Tj Holdings, L.L.C. The holding company has two shareholders, 25% is held by a U.S. company, and 75% is held by a Mexican company. The shareholders of the Mexican company, also own 66.66% of AMP, our strategic shareholder. Consequently, this agreement is considered an operation between related parties. OTV obtained the presidential permits in the U.S. to provide border-crossing services, and is responsible for all obligations with the U.S. government. It is also the owner of the property along the U.S. border which it acquired prior to obtaining the presidential permit on which subsequently the CBX terminal was constructed. For this reason, this business opportunity could only be conducted with OTV.

The agreement with OTV was negotiated at arm’s length and reported to our Audit and Corporate Practices Committee. It was approved by a majority of our independent directors at a board of directors meeting on February 26, 2013, and our Series “BB” directors appointed by AMP abstained from the vote.

See “Item 18, Financial Statements” and our consolidated financial statements beginning on page F-1. Since the date of the financial statements, no significant change has occurred.

We are periodically involved in certain legal proceedings that are incidental to the normal conduct of our business, none of which is expected to have a material or adverse effect on our business. In addition to those legal proceedings in the ordinary course of our businesses, in recent years, we have also been subject, directly and indirectly, to the litigation proceedings that are summarized below.

Litigation related to Grupo México, S.A.B. de C.V. seeking to void certain of our bylaws

On June 13, 2011, Grupo México announced that it intended to acquire more than 30% and up to 100% of our shares outstanding at that time, excluding treasury shares. Grupo México and certain of its subsidiaries commenced legal proceedings, among others, seeking (i) to modify our bylaws to eliminate the foregoing limitations and (ii) to terminate AMP’s special rights that stem from AMP’s ownership of our Series BB shares.

In October 2010, a legal proceeding was filed against us in a civil court in Mexico City. The complaint sought to have the court grant relief by, among others, declaring Articles X and XII of our bylaws void. The plaintiffs are Grupo México and its subsidiary ITM. On February 19, 2014, the Mexican Supreme Court agreed to review the legal proceeding regarding ownership limits contained in our bylaws that impose a 10% ownership threshold, stating that it considered this issue a matter of national interest and significance, and referred the proceeding to the second chamber of the Supreme Court. On June 17, 2015, the Mexican Supreme Court issued an amparo ruling upholding the validity of Articles X and XII of our bylaws under Article 48, Section III of the Mexican Securities Law and remanded the case to the intermediate appellate court. Consequently, the challenges initiated by Grupo México and ITM against these articles have been definitively concluded. In accordance with the decision of the Mexican Supreme Court, the Superior Court of Mexico City: (i) declared that Grupo México and ITM are in violation of our bylaws, resulting from the fact that together they hold more than the 10% of our capital stock; (ii) ordered the sale by GM and ITM of the Series “B” shares held in excess of 10% of our capital stock; and (iii) instructed that the sale should be conducted through a public offer (Oferta Pública de Venta) in accordance with the laws of Mexico and Article XII of our bylaws. Grupo México filed an appeal looking for clarification regarding the ruling. On November 9, 2016, the Grupo México complaint was declared unfounded. Despite this finding, we still expect that the Mexican Supreme Court will issue a new, binding decision on procedures for compliance with the decision of the Superior Court of Mexico City regarding the disposition of shares exceeding 10% of our capital stock. We have filed a complaint seeking fees and expenses. As of the date of this filing, and according to the last Schedule 13D filed with the SEC, Grupo México owns 12.8% of our outstanding shares. See “Item 3, Key Information – Risk Factors – Risks Related to Our Strategic Shareholder – Certain actions by Grupo México, S.A.B. de C.V. may affect our management, financial condition or results of operations.”

Litigation related to Grupo México, S.A.B. de C.V. seeking to void certain resolutions adopted at our corporate shareholders’ meetings

General Ordinary Shareholders’ Meetings of April 16, 2012, April 16, 2013, and April 23, 2014

Grupo México and its subsidiary, ITM, have filed lawsuits seeking to void shareholder resolutions adopted at each of our General Ordinary Shareholders’ Meetings from 2012 to 2014. As a result of a motion filed by us to join these three related actions with the proceedings regarding the Extraordinary Shareholders’ Meeting held on September 25, 2012, the issues in each case will be resolved together with the trial seeking to nullify the resolutions adopted at the Extraordinary Shareholders’ Meeting held on September 25, 2012. The court delivered a judgment that absolved us and declared that the resolutions adopted in the General Ordinary Shareholders’ Meetings were valid. Grupo México appealed that judgment. On September 2, 2016, Grupo México requested that the Supreme Court review the cases; however, on February 8, 2017, the Supreme Court determined not to review the matter. Both parties filed amparos with the lower court. On April 27, 2017, the lower court denied Grupo Mexico and ITM’s appeal. However, Grupo Mexico and ITM re-filed for review before the Mexican Supreme Court based on constitutional questions. On July 7, 2017, the Mexican Supreme Court agreed to review the constitutional questions. We filed an appeal for a joint application for judicial review (revisión adhesiva). A decision on this new appeal to the Mexican Supreme Court remains pending.

At the Extraordinary Shareholders’ Meeting held on September 25, 2012, duly held by a quorum of 75% of the shares entitled to vote, shareholders approved a capital stock reduction, for the fixed portions proportional to the historical value of the capital stock and to the value of the stock as adjusted for inflation through December 31, 2007. The resolution required Ps.870.0 million to be paid in cash pro rata among the shares outstanding on a date no later than October 3, 2012.

On October 3, 2012, we complied with the resolution by making a payment to the Central Securities Depository (S.D. Indeval Institución para el Depósito de Valores, S.A. de C.V.), or “Indeval,” equivalent to Ps.1.639281 per share outstanding. However, after our payment to Indeval, Grupo México issued a press release announcing that a Mexico City civil court had issued a decision that ordered us to immediately and unconditionally suspend the resolution related to the capital reduction. As we were otherwise not properly notified by the court of the injunction, we thereby became aware of a lawsuit filed by Grupo México seeking the suspension of the resolutions adopted at the Extraordinary Shareholders’ Meeting held on September 25, 2012. Despite not being notified by the competent court, and after we had complied with the resolutions and completed the required payment, we were then informed by Indeval that, because it had been notified of this judicial injunction that presumably ordered us, not Indeval, to suspend the resolution related to the capital reduction, Indeval would suspend the disbursement of the funds deposited by us.

As a result of a motion we filed to join this case with the three pending related actions discussed above, the issues in this case will be resolved together with the trial seeking to nullify the resolutions of the General Ordinary Shareholders’ Meetings held on April 16, 2012, April 16, 2013, and April 23, 2014. As a result, these matters are still pending, and, as of the date of this report, Indeval continues to hold the funds allocated for the capital reduction. We expect that Indeval will continue holding the funds until the injunction is resolved judicially. However, in September 2017, we filed a petition with Indeval to release the funds based on the fact that the preliminary injunction granted to Grupo Mexico was not directed at Indeval. As of the date hereof, we have not received a response from Indeval.

Grupo México, S.A.B. de C.V. and certain of its subsidiaries challenge our participation agreement with AMP

ITM, a subsidiary of Grupo México, filed a legal proceeding against us on November 4, 2011, seeking to void AMP’s ownership of our Series BB shares as granted by the participation agreement between AMP and us, which would result in the termination of AMP’s veto, appointment of executives and other special rights. Additionally, ITM’s suit sought the repayment of all economic benefits conferred by us upon AMP during the period in which AMP has held our shares. We filed an initial reply in this proceeding on November 25, 2011. On March 7, 2012, we were notified by our external legal counsel that a ruling was issued in our favor, which found a lack of jurisdiction by the civil court due to the administrative nature of the claim. Although we received notice that this proceeding had concluded, a federal court later granted a direct amparo appeal that had been filed by Grupo México on June 6, 2012. Therefore, on July 13, 2012, the legal proceeding was recommenced in the appropriate federal civil court. On October 22, 2013, we filed briefs responding to the plaintiff’s arguments. On October 31, 2017, a ruling was issued in our favor finding ITM’s claim without standing. ITM filed an appeal, and consequently, we also appealed, seeking to strengthen certain decisions made in the ruling in our favor. As of the filing of this report, the appeals in this case are still pending.

A portion of the lands constituting some of our airports were expropriated by the Mexican government under its power of eminent domain. Prior to their expropriation, some of these lands had been held by groups of individuals through a system of communal ownership of rural land known as an ejido. Certain of these former ejidos’ participants have asserted indemnity claims against the Mexican government challenging the expropriation decrees.

In the case of our Tijuana airport, our airport subsidiary has been joined as an interested third party in the proceedings challenging the 1970 expropriation decree. During 2008, the ejido received an unfavorable ruling, which it appealed, and subsequently, it received a judgment in its favor from the agrarian court calling for the restitution of 320 hectares of land. On October 20, 2016, we filed an amparo against the decision, the outcome of which remains pending. If we are not successful in our appeal, although the precise area affected has yet to be determined, depending on which particular land parcel is to be returned, the decision could affect the airport’s perimeter and could materially disrupt the airport’s current operations.

In addition, certain of the former ejidos’ participants are currently occupying portions of the property on which we operate Tijuana International Airport. Although the currently occupied portions are not at present essential to the airport’s operations and these former ejidos’ participants are not currently interfering with the airport’s operations, their presence could limit our ability to expand the airport into the areas they occupy and they may seek to disrupt the airport’s operations if their legal claims against the Mexican government are not resolved to their satisfaction.

Similarly, in the case of Guadalajara International Airport, in 2009 two different ejidos commenced proceedings before an agrarian court (Tribunal Superior Agrario) against the SCT, seeking to void the expropriation decree of 1975. The case was transferred to the federal justice system, and in a November 2010 ruling in favor of the ejidos, the district court ordered the return of all expropriated property to the ejidos and thus voided the specific concession granted to us on expropriated land. Although our Guadalajara airport has been joined only as an interested third party in the proceedings, we appealed this decision. On July 10, 2012, the appellate court reversed and remanded the decision, and on July 31, 2014, the district court issued a new judgment in favor of one of the ejidos, El Zapote, which both our Guadalajara airport and the federal authorities again appealed. On April 14, 2016, an appellate court issued a definitive decision on the matter declaring that although the rights of the ejido to challenge the appraised value of their land were violated, the land could not be returned to them. Furthermore, the court concluded that our concession was valid. The decision is now in the enforcement phase. On January 13, 2017, federal authorities notified El Zapote of the new appraisal for the disputed property as part of the enforcement phase. The ejido has challenged this appraisal and, consequently, the enforcement phase is pending final resolution. In addition, during various periods of 2016 and 2017, members of the ejido blocked access to commercial areas of Guadalajara International Airport, specifically the parking facilities, which resulted in commercial revenue losses of Ps.19.2 million (19.4% of our total car parking charges at the airport for 2016) in 2016 and losses of Ps.9.0 million during 2017 (7.9% of our total car parking charges at the airport for 2017). On February 17, 2017, we were notified of a new legal proceeding before an agrarian court instituted by El Zapote against the federal government. This proceeding alleges similar facts to the initial case and claims the same disputed property that was the subject of the initial case. This legal proceeding is in its initial phases, and we have joined as an interested third party.

With respect to the second ejido, Santa Cruz del Valle, the district court’s ruling that the Mexican government’s 1975 expropriation decree was illegal was confirmed by the appellate court and is subject to enforcement against the Mexican government. On August 22, 2016, the district court ordered that their decision be carried out. We have appealed this decision. The Mexican government is seeking restitution through financial compensation, but we can provide no assurance that the Mexican government will prevail in this action.

In February 10, 2014, our Guadalajara airport received a notice from the district court regarding a proceeding by the ejido San José del Valle claiming approximately five hectares within the airport’s possession. Currently, this case is in the evidentiary stage.

In September 2013, Puerto Vallarta International Airport received notification of lawsuits related to the ejido Valle de Banderas, which claimed the invalidity of the expropriation by the Mexican government of the land on which the airport is located. Participants of the ejido commenced three proceedings against us, our Puerto Vallarta airport and various federal authorities for restitution or compensation with respect to 154 hectares of land comprising this airport. The claimants seek, among other things, to invalidate the expropriation decree issued on October 9, 1957 and, in two of the proceedings, are also seeking restitution of the land as they were not part of the expropriation decrees of October 9, 1957, August 20, 1990, November 24, 1993, and April 24, 1997. These lawsuits are also seeking, in part, to void the concession granted to the airport. We challenged the lawsuits on the basis of a lack of jurisdiction, as the claims were brought in the courts of the State of Nayarit, while our Puerto Vallarta airport is located in the State of Jalisco. The superior agrarian court agreed with our appeal and removed the case to Guadalajara. This proceeding is in process and remains pending.

The terms of our concession require the Mexican government to provide us restitution for any loss of our use of the land provided for in our Mexican concessions. Although no assurance can be given, we believe that the Mexican government would be liable for any operational disruption caused by the proceedings with the ejidos and would have to restore our rights of use for the public property assigned to us under the concessions if we were to lose our appeals.

We remain subject to ongoing property tax claims that have been asserted against us by various municipalities for the payment of property taxes with respect to the property on which we operate our airports in those cities.

Of these, the most relevant case regards our Tijuana airport, where the municipal authority issued a second property tax claim against the airport on June 8, 2005. On March 25, 2008, the Tijuana airport received an initial ruling declaring the tax claim by the municipal authority void but upholding the right of the municipal authorities to assess property taxes over commercial areas. We appealed the ruling with respect to the assessment of property taxes over commercial areas. Our challenge to this request is still pending.

On October 20, 2010, the municipal authority of Tijuana issued a separate request for the repayment of property taxes for 2000 through 2010. We and our legal counsel believe that this request for payment of taxes is not valid since local courts had already ruled the tax claims for the years 2005 and 2006 invalid. Because we and our legal counsel believe that this request for repayment is also invalid, we commenced legal proceedings against the municipal authority. The legal proceeding is currently pending.

On February 7, 2013, the Tijuana municipal authority filed a property tax claim for the period from 2008 to 2012 against the Tijuana airport in the amount of Ps.15.2 million, demanding payment within three business days. On February 28, 2013, we began an annulment proceeding against the claim. On March 5, 2013 the authority established the amount to be guaranteed, and on March 8, 2013 we presented a bond to guarantee the amount claimed. As of the date of this report, this proceeding is still pending.

On October 24, 2014, the Tijuana municipal authority issued a requirement for payment of Ps.233.7 million in real estate taxes covering the period from 2000 to 2014. On November 13, 2014, we filed an administrative proceeding for annulment against this requirement, which we consider to be unfounded. On October 29, 2014, the municipal authority revoked the requirement as unfounded, however, on November 26, 2014, the authority issued a different requirement for payment of Ps.234.8 million in property taxes for the period from 2000 to 2014, which we again challenged on December 19, 2014. With respect to the municipal authority’s request for us to post a collateral bond guaranteeing the entire amount in question, the court granted judgment in our favor and suspended the requirement, which we had challenged on the grounds that we have already guaranteed part of the amount in previous proceedings. Currently, this case is in the evidentiary stage.

We do not believe that liabilities related to any claims or proceedings against us are likely to have, individually or in the aggregate, a material adverse effect on our consolidated financial condition or results of operations should a court determine that these property taxes must be paid in response to any future proceedings.

On April 25, 2011, we received a formal notice from the CNBV by which it initiated a proceeding against us for alleged violations of Mexican disclosure statutes primarily in connection with disputes among AMP’s shareholders during 2010. See “Item 3, Key Information – Risk Factors – Risks Related to Our Strategic Shareholder.”

On April 24, 2013, we were notified by the CNBV of the imposition of administrative sanctions for up to Ps.31.0 million (approximately U.S.$1.8 million) for the alleged violations. We appealed the sanctions by means of an administrative proceeding before the Fiscal Federal and Administrative Justice Court on June 27, 2013. During the proceedings, the CNBV dismissed certain of the alleged violations. Subsequently, after exhausting the administrative proceeding process, on January 27, 2017 we paid a fine of Ps.5.9 million (approximately U.S.$286 thousand) to definitively resolve the issue.

The declaration, amount and payment of dividends are determined by a majority vote of our shareholders present at a shareholders’ meeting and generally, but not necessarily, on the recommendation of the board of directors, which is empowered by Article 18 of our bylaws to set our dividend policies. So long as the Series BB shares represent at least 7.65% of our outstanding capital stock, the declaration and payment of dividends will require the approval of the holders of a majority of the Series BB shares.

Mexican law requires that at least 5% of a company’s net income each year (after profit sharing and other deductions required by Mexican law) be allocated to a legal reserve fund until such fund reaches an amount equal to at least 20% of the company’s capital stock from time to time (without adjustment for inflation). Our legal reserve fund was Ps.1.1 billion (historical value) at December 31, 2017 (excluding reserve amounts corresponding to 2017 net income).

Mexican companies may pay dividends only out of earnings (including retained earnings after all losses have been absorbed or paid up) and only after such allocation to the legal reserve fund. The reserve fund is required to be funded on a stand-alone basis for each company, rather than on a consolidated basis. The level of earnings available for the payment of dividends is determined under MFRS. Our subsidiaries, which prepare and report financial information under MFRS, are required to allocate earnings to their respective legal reserve funds prior to paying dividends to Grupo Aeroportuario del Pacífico, S.A.B. de C.V. We are also required to allocate earnings to our legal reserve fund prior to distributing any dividend payments to our shareholders.

As a result of the 2014 Fiscal Reform, dividends paid to Mexican individuals or any foreign residents with respect to our Series B shares and ADSs are subject to a 10% withholding tax. The definition of dividend for this purpose includes, among others, in addition to declared dividends: (i) interest paid on preferred shares; (ii) loans to shareholders and partners unless the loan is established for less than one year, incurred in the operations of the business and meets certain requirements; (iii) payments that are considered non-deductible and benefit the shareholders; (iv) amounts not recognized as a result of omissions of income or unrealized purchases; and (v) transfer pricing adjustments to income or expenses as a result of assessments by the tax authorities for related party transactions. The 10% distribution tax would also apply on distributions from a branch to the home office. A transitory provision limits the withholding tax on dividends to earnings generated in 2014 and subsequent years. For this purpose, the transitory provision refers to distributions from accumulated previously taxed earnings (CUFIN) as of 2013, being free of tax. Taxpayers are currently required to maintain a separate CUFIN account for earnings. Because this withholding tax would be a tax on the shareholders under the Mexican Income Tax Law, treaty benefits should be available.

Dividends that are paid from a company’s distributable earnings that have not been subject to corporate income tax will be subject to a corporate-level dividend tax (retained against cumulative net income and payable by us) calculated on a gross-up basis by applying a factor of 1.4286 for 2013 and subsequent years. For 2013 and thereafter, the corporate tax rate is 30%. This corporate-level dividend income tax on the distribution of earnings may be applied as a credit against Mexican corporate income tax corresponding to the fiscal year in which the dividend was paid or against the Mexican corporate income tax of the two fiscal years following the date on which the dividend was paid.

Distributions made by us to our shareholders other than as dividends (in the manner described above), including capital reductions, amortization of shares or otherwise, would be subject to taxation in Mexico, including withholding taxes. The tax rates applicable and the method of assessing and paying taxes applicable to any such non-dividend distributions will vary depending on the nature of the distributions.

Under our dividend policy adopted at the Extraordinary Shareholders’ Meeting held on April 15, 2005, our annual dividend is expected to consist of two components. The first component is a fixed amount, which was Ps.450 million for 2005 (for the dividend paid in 2006) and is intended to increase gradually each year. The dividend policy also contemplates that our annual dividend will include any cash and cash equivalents we hold (as reflected in our balance sheet as of the month-end prior to the dividend payment, after deducting the fixed component) in excess of our “minimum cash balance.” For purposes of our policy, the “minimum cash balance” is the amount of cash and cash equivalents that our board of directors determines is necessary to cover the minimum amount of expenses and investments expected to be incurred in the fiscal year during which the dividend payment is made and the subsequent fiscal year. Dividends are expected to be made payable in cash and in one or more payments as determined in the relevant ordinary shareholders’ meeting approving dividends.

We paid aggregate dividends of Ps.1,744.9 million in 2015, Ps.2,139.1 million in 2016 and Ps.3,006.3 million in 2017.

The declaration, amount and payment of dividends pursuant to the policy described above are subject to (i) compliance with applicable law regarding the declaration and payment of dividends with respect to any year including the establishment of the statutory legal reserve fund and (ii) the absence of any adverse effect on our business plan for the current or subsequent fiscal year as a result of the payment of any dividend. We cannot provide assurance that we will continue to pay dividends or that future dividends will be comparable to our previous dividends. Our ability to pay dividends may be further restricted if we fail to make timely interest payments under our credit agreements. See “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources.” Our dividend policy may also be amended at any time by our shareholders.

As of December 31, 2017, we had accumulated approximately Ps.4.7 billion of distributable earnings that had been subject to the corporate income tax and that could be declared at the relevant shareholders’ meeting and paid to shareholders free of the corporate level dividend tax, but a 10% withholding tax may apply to Mexican individuals or any foreign residents.

We pay dividends in pesos. In the case of Series B shares represented by ADSs, the cash dividends are paid to the depositary and, subject to the terms of the Deposit Agreement, converted into and paid in U.S. dollars at the prevailing rate of exchange, net of conversion expenses of the depositary and applicable Mexican withholding tax. Fluctuations in exchange rates will affect the amount of dividends that ADS holders receive.

The following table sets forth, for the periods indicated, the high and low closing prices for (i) the ADSs on the New York Stock Exchange in U.S. dollars and (ii) our common shares on the Mexican Stock Exchange in pesos. See “Item 3, Key Information – Exchange Rates” for the exchange rates applicable during the periods set forth below. The information set forth in the table below reflects actual historical amounts at the trade dates and has not been restated in constant pesos:

The Mexican Stock Exchange, located in Mexico City, is the only stock exchange in Mexico. Founded in 1894 and in continuous operations since 1907, the Mexican Stock Exchange is organized as a Mexican corporation (sociedad anónima bursátil de capital variable) operating under a concession granted by the Ministry of Finance and Public Credit (SHCP). Securities trading on the Mexican Stock Exchange occurs each business day from 8:30 a.m. to 3:00 p.m., Mexico City time.

Since January 1999, all trading on the Mexican Stock Exchange has been effected electronically. The Mexican Stock Exchange may impose a number of measures to promote orderly and transparent trading in securities, including the operation of a system of automatic suspension of trading in shares of a particular issuer when price fluctuation exceeds certain limits. The Mexican Stock Exchange may also suspend trading in shares of a particular issuer as a result of:

The Mexican Stock Exchange may reinstate trading in suspended shares when it deems that the material events have been adequately disclosed to public investors or when it deems that the issuer has adequately explained the reasons for the changes in offer and demand, volume traded, or prevailing share price. Under current regulations, the Mexican Stock Exchange may consider the measures adopted by the other stock exchanges in order to suspend and/or resume trading in an issuer’s shares in cases where the relevant securities are simultaneously traded on a stock exchange outside of Mexico.

Settlement on the Mexican Stock Exchange is effected three business days after a share transaction. Deferred settlement is not permitted without the approval of the Mexican National Banking and Securities Commission, even where mutually agreed. Most securities traded on the Mexican Stock Exchange are on deposit with Indeval, a privately owned securities depositary that acts as a clearinghouse, depositary, and custodian, as well as a settlement, transfer, and registration agent for Mexican Stock Exchange transactions, eliminating the need for physical transfer of securities.

Grupo Aeroportuario del Pacífico, S.A.B. de C.V. is a corporation (sociedad anónima bursátil de capital variable) organized under the laws of Mexico under the Mexican General Law of Commercial Corporations (Ley General de Sociedades Mercantiles) and the Mexican Securities Market Law. It is registered with the Public Registry of Commerce of Mexico City under the number 238,578.

Our main corporate purpose is to operate airports pursuant to airport concessions.

This section summarizes certain provisions of Mexican law and our estatutos sociales (bylaws).

At our Extraordinary Shareholders’ Meeting held on October 27, 2006, our shareholders adopted resolutions amending and restating of our bylaws to organize the company as a sociedad anónima bursátil (a form then newly required by law for publicly traded companies in Mexico), and to conform our bylaws to the provisions of the Securities Market Law. Many of the changes related to the enhancement of our corporate governance.

During 2010, our Audit Committee proposed to our board of directors an amendment to our bylaws relating to the Corporate Practices articles (Practicas Societarias, as described in the Mexican Securities Market Law) in order to more closely align our bylaws with the terms of the Mexican Securities Market Law with respect to Corporate Practices. After reviewing the amendment proposal, our board of directors instructed the Audit Committee to submit the proposal to the CNBV to obtain their opinion regarding how the amended articles compared with the Mexican Securities Market Law, specifically as it relates to Corporate Practices. In response, the CNBV provided recommendations both with respect to the Corporate Practices articles as well as with respect to other articles contained in the proposed amendment. We accepted the CNBV’s recommendations and re-submitted the proposed amendments to the CNBV. As of the date of this report, we have not received a response from the CNBV.

Our bylaws provide that our board of directors will generally have eleven members (increasing to twelve or thirteen members only when necessary to preserve minority shareholders’ voting rights in cases of multiple appointments by persons with 10% interests (as described below)).

At each shareholders’ meeting for the election of directors, the holders of Series BB shares are entitled to elect four directors. The remaining members of the board of directors are to be elected by the holders of the Series B shares.

Each person (or group of persons acting together) holding 10% of our capital stock in the form of Series B shares is entitled to appoint one director. The remaining positions on the board of directors will be filled based on the vote of all holders of Series B shares that have not elected to appoint a director by virtue of owning 10% of our capital stock. The candidates to be considered for election as directors by the Series B shareholders are proposed to the shareholders by the Nominations and Compensation Committee. All directors are elected based on a simple majority of the votes cast at the relevant shareholders’ meeting. Our bylaws do not currently require mandatory retirement of directors after they reach a certain age. The compensation of our directors is proposed by the Nominations and Compensation Committee to all of our shareholders at shareholders’ meetings for their approval. Pursuant to the Securities Market Law, 25% of our directors must be independent within the definition of that term specified therein.

The board of directors is our legal representative. The powers of the board include, among others, the following:

Meetings of the board of directors will be validly convened and held if a majority of the members are present. Resolutions at said meetings will be valid if approved by a majority of the members of the board of directors, unless our bylaws require a higher number. Notwithstanding the board’s authority, under general principles of Mexican law, our shareholders, pursuant to a decision validly taken at a shareholders’ meeting, may at any time override the board.

The Series BB directors are entitled to: (i) appoint and remove our chief executive officer and our other top-level executive officers (upon consultation with our Nominations and Compensation Committee); (ii) appoint three members of the Operating Committee and their respective alternates; (iii) appoint 20% of the total members of the Audit Committee, the Acquisitions Committee and the Nominations and Compensation Committee (a minimum of one member per committee), and their respective alternatives; and (iv) consent to the appointment of individuals appointed to the Operating Committee who are not members of our board of directors or our officers.

In addition to the foregoing, each of the following actions of our board of directors, among certain others, may only occur with the approval of the Series BB directors:

The following table sets forth our authorized capital stock and our issued and outstanding capital stock as of April 13, 2018:

Under the Mexican Airport Law and the Mexican Foreign Investments Law (Ley de Inversión Extranjera), foreign persons may not directly or indirectly own more than 49% of the capital stock of a holder of an airport concession unless an authorization from the Mexican Commission of Foreign Investments is obtained. We have obtained this authorization, and as a consequence these restrictions do not apply to our Series B or Series BB shares.

All ordinary shares confer equal rights and obligations to holders within each series. Series BB shares are subject to transfer restrictions under our bylaws and generally must be converted to Series B shares before they can be transferred. Up to 49% of the Series BB shares can be converted into Series B shares at any time. On or after August 25, 2014, one-fifth of the remaining 51% of Series BB shares could be converted into Series B shares each year. On or after August 25, 2014, none of the Series BB shares may be converted into Series B shares if (i) the Technical Assistance Agreement between AMP and us has not been renewed; and (ii) the Series BB shareholders so request. Notwithstanding the foregoing, if at any time after August 25, 2014, Series BB shares represent less than 7.65% of our share capital, those shares will be mandatorily converted into Series B shares and the Technical Assistance Agreement will be terminated.

Each Series B share and Series BB share entitles the holder to one vote at any general meeting of our shareholders. Holders of Series BB shares are entitled to elect four members of our board of directors and holders of Series B shares are entitled to elect the remaining members of the board of directors.

Under Mexican law and our bylaws, we may hold three types of shareholders’ meetings: ordinary, extraordinary, and special. Ordinary shareholders’ meetings are those called to discuss any issue not reserved for extraordinary shareholders’ meeting. An annual ordinary shareholders’ meeting (our “General Ordinary Shareholders’ Meeting”) must be convened and held within the first four months following the end of each fiscal year to discuss, among other things, the report prepared by the board on our financial statements, the appointment of members of the board of directors, the declaration of dividends and the determination of compensation for members of the board.

Extraordinary shareholders’ meetings (our “Extraordinary Shareholders’ Meeting”) are those called to consider any of the following matters:

Special shareholders’ meetings are those called and held by shareholders of the same series or class to consider any matter particularly affecting the relevant series or class of shares.

Shareholders’ meetings are required to be held in our corporate domicile, which is the city of Guadalajara, in the state of Jalisco. Calls for shareholders’ meetings must be made by the board of directors or the Audit Committee. Any shareholder or group of shareholders representing at least 10% of our capital stock has the right to request that the board of directors or the Audit Committee call a shareholders’ meeting to discuss the matters indicated in the relevant request. In certain circumstances specified in Mexican law, any individual shareholder may also make such a request. If the board of directors or the Audit Committee fails to call a meeting within fifteen calendar days following receipt of the request, the shareholder or group of shareholders may request that the call be made by a competent court.

Calls for shareholders’ meetings must be published in the Mexican Federal Gazette or in one newspaper of general circulation in Mexico at least fifteen calendar days prior to the date of the meeting. Each call must set forth the place, date and time of the meeting and the matters to be addressed. Shareholders’ meetings will be validly held and convened without the need for a prior call or publication whenever all the shares representing our capital are duly represented.

To be admitted to any shareholders’ meeting, shareholders must be registered in our share registry and comply with the requirements set forth in our bylaws. Shareholders may be represented at any shareholders’ meeting by one or more attorneys-in-fact who may not be our directors.

At or prior to the time of the publication of any call for a shareholders’ meeting, we will provide copies of the publication to the depositary for distribution to the holders of ADSs. Holders of ADSs are entitled to instruct the depositary as to the exercise of voting rights pertaining to the Series B shares.

Ordinary shareholders’ meetings are regarded as legally convened pursuant to a first call when more than 50% of the shares representing our capital are present or duly represented. Resolutions at ordinary shareholders’ meetings are valid when approved by a majority of the shares present or duly represented at the meeting. Any number of shares represented at an ordinary shareholders’ meeting convened pursuant to a second or subsequent call constitutes a quorum. Resolutions at ordinary shareholders’ meetings convened in this manner are valid when approved by a majority of the shares represented at the meeting.

Extraordinary and special shareholders’ meetings are regarded as legally convened pursuant to a first or subsequent call when at least 75% of the shares representing our capital (or 75% of the relevant series) are present or duly represented. Resolutions at extraordinary shareholders’ meetings are valid if taken by the favorable vote of shares representing more than 50% of our capital (or 50% of the relevant series).

Notwithstanding the foregoing, resolutions at extraordinary shareholders’ meetings called to discuss any of the issues listed below are valid only if approved by a vote of shares representing at least 75% of our capital:

So long as the Series BB shares represent at least 7.65% of our capital stock, resolutions adopted at shareholders’ meetings with respect to any of the issues listed below will only be valid if approved by a vote of a majority of the Series BB shares:

At our General Ordinary Shareholders’ Meeting, the board of directors will submit to the shareholders for their approval our audited consolidated financial statements for the preceding fiscal year. Five percent of our net income (after profit sharing and other deductions required by Mexican law) must be allocated to a legal reserve fund until the legal reserve fund reaches an amount equal to at least 20% of our capital stock (without adjustment for inflation). Additional amounts may be allocated to other reserve funds as the shareholders may from time to time determine including a reserve to repurchase shares. The remaining balance, if any, of net earnings may be distributed as dividends on the shares of common stock. A full discussion of our dividend policy may be found in “Item 8, Financial Information – Dividends.”

At the General Ordinary Shareholders’ Meeting held on April 21, 2015, we declared a dividend of Ps.1,744.9 million, or Ps.3.32 per common shares outstanding. The first payment for that dividend in the amount of Ps.956.5 million was made on August 21, 2015, and the remaining Ps.788.4 million was paid on November 4, 2015. In an Extraordinary Shareholders’ Meeting also held on April 21, 2015, our shareholders approved an additional capital distribution of Ps.1,408.5 million, or Ps.2.68 per outstanding share. The payment was made on May 15, 2015.

At the General Ordinary Shareholders’ Meeting held on April 26, 2016, we declared a dividend of Ps.2,139.1 million, or Ps.4.07 per common shares outstanding. The first payment for that dividend in the amount of Ps.1,198.3 million was made on August 25, 2016, and the remaining Ps.940.8 million was paid on November 18, 2016. In an Extraordinary Shareholders’ Meeting also held on April 26, 2016, our shareholders approved an additional capital distribution of Ps.1,750.2 million, or Ps.3.33 per outstanding share. The payment was made on May 9, 2016.

At the General Ordinary Shareholders’ Meeting held on April 25, 2017, we declared a dividend of Ps.3,006.3 million, or Ps.5.72 per common shares outstanding. The first payment for that dividend in the amount of Ps.1,503.1 million was made on August 15, 2017, and the remaining Ps.1,503.2 million was paid on November 7, 2017. In an Extraordinary Shareholders’ Meeting also held on April 25, 2017, our shareholders approved an additional capital distribution of Ps.1,750.2 million, or Ps.3.33 per outstanding share. The payment was made on May 8, 2017.

Our shares have been registered with the National Securities Registry, as required under the Securities Market Law and regulations issued by the Mexican National Banking and Securities Commission. If we wish to cancel our registration, or if it is cancelled by the Mexican National Banking and Securities Commission, we will be required to make a public offer to purchase all outstanding shares, prior to such cancellation. Unless the Mexican National Banking and Securities Commission authorizes otherwise, the price of the offer to purchase will be the higher of: (i) the average of the trading price of our shares during the prior thirty trading days (during a period of no more than six months); or (ii) the book value of the shares in accordance with the most recent quarterly report submitted to the Mexican National Banking and Securities Commission and to the Mexican Stock Exchange. Any waiver to the foregoing provisions included in our bylaws requires the prior approval of the Mexican National Banking and Securities Commission and the approval, at an extraordinary shareholders’ meeting, of 95% of our outstanding capital stock.

A person exceeding the 10% threshold described above with respect to our Series B shares must conduct a public offer of his excess shares.

Any amendment to the ownership restrictions described above requires the vote of shares representing 85% of our capital stock.

Increases and reductions of our minimum fixed capital must be approved at an extraordinary shareholders’ meeting, subject to the provisions of our bylaws and the Mexican General Law of Business Corporations. Increases or reductions of the variable capital must be approved at an ordinary shareholders’ meeting in compliance with the voting requirements of our bylaws.

Pursuant to Article 53 of the Securities Market Law, we may issue unsubscribed shares that will be kept in treasury, to be subsequently subscribed by the investing public, provided that

The preferential subscription right provided under Article 132 of the General Law of Commercial Corporations (Ley General de Sociedades Mercantiles) is not applicable to capital increases through public offers.

Subject to the individual ownership limitations set forth in our bylaws, in the event of an increase of our capital stock our shareholders will have a preemptive right to subscribe and pay for new stock issued as a result of such increase in proportion to their shareholder interest at that time, unless: the capital increase is made under the provisions of Article 53 of the Securities Market Law. Said preemptive right shall be exercised by any method provided in Section 132 of the Mexican General Corporations Law, by subscription and payment of the relevant stock within fifteen business days after the date of publication of the corresponding notice to our shareholders in the Mexican Federal Gazette and in one of the newspapers of greater circulation in Mexico, provided that if at the corresponding meeting all of our shares are duly represented, the fifteen business day period shall commence on the date of the meeting.

Our capital stock may be reduced by resolution of a shareholders’ meeting taken generally pursuant to the rules applicable to capital increases. Our capital stock may also be reduced upon repurchase of our own stock in accordance with the Securities Market Law. See “– Share Repurchases” below.

We may choose to acquire our own shares or negotiable instruments representing such shares through the Mexican Stock Exchange on the following terms and conditions:

Shares of the company belonging to us may not be represented or voted in shareholders’ meetings, nor may corporate or economic rights of any kind be exercised, nor will the shares be considered as outstanding for the purpose of determining the quorum or voting in shareholders’ meetings.

See “Item 16E, Purchases of Equity Securities by the Issuer and Affiliated Purchasers.”

Our subsidiaries may not, directly or indirectly, invest in our shares, except for shares of our capital stock acquired as part of any employee stock option plan, which may not exceed 25% of our capital stock, or through asset managers (Sociedades de Inversión).

Upon our dissolution, one or more liquidators must be appointed at an extraordinary shareholders’ meeting to wind up our affairs. All fully paid and outstanding shares will be entitled to participate equally in any distribution upon liquidation. Partially paid shares participate in any distribution in the same proportion that such shares have been paid at the time of the distribution.

As in any other Mexican corporation, and due to the provisions contained in Article 38 of the Securities Market Law, any shareholder or group of shareholders holding at least 5% of our capital stock may directly exercise a civil liability action under Mexican law against the members of the board of directors.

In addition to the foregoing, our bylaws provide that, a member of the board of directors will be liable to us and our shareholders for breaching his or her duties, as provided under articles 29 to 37 of the Securities Market Law.

Our bylaws provide that the members of the board of directors, or the board committees, and the secretary shall be indemnified by us in case of violations of their duty of care (deber de diligencia), as long as they did not act in bad faith, violate their duty of loyalty or commit an illicit act under the Securities Market Law or other applicable law. Additionally, our bylaws provide that we shall indemnify the members of the board of directors and the secretary for any indemnification liability which they may incur as long as they have not acted in bad faith, violated their duty of loyalty or committed an illicit act under the Securities Market Law or other applicable law.

The Securities Market Law establishes that we, acting through our boards of directors, must annually present a report at a shareholders’ meeting that includes the following:

In addition to the foregoing, our bylaws specify additional information obligations of the board of directors, including that the board of directors should also prepare the information referred to in Article 172 of the General Law on Business Entities with respect to any subsidiary that represents at least 20% of our net worth (based on the financial statements most recently available).

The duration of our corporate existence has been set at 100 years, expiring in 2098.

Under Mexican law, any shareholder that has a conflict of interest with respect to any transaction must abstain from voting thereon at the relevant shareholders’ meeting. A shareholder that votes on a transaction in which its interest conflicts with ours may be liable for damages in the event the relevant transaction would not have been approved without such shareholder’s vote.

Under Mexican law, any director who has a conflict of interest in any transaction must disclose such fact to the other directors and abstain from voting on such transaction. Any director who violates such provision will be liable to us for any resulting damages or losses. Additionally, under our bylaws, certain conflicts of interest will have the effect of disqualifying a person from serving on our board of directors.

Our Mexican subsidiaries are parties to the airport concessions granted by the SCT under which we are required to construct, operate, maintain and develop the airports in exchange for certain benefits. See “Item 4, Information on the Company – Regulatory Framework – Sources of Mexican Regulation,” “Item 4, Information on the Company – Regulatory Framework – Mexican Airport Concessions – Scope of Concessions” and “Item 4, Information on the Company – Regulatory Framework – Mexican Airport Concessions – General Obligations of Concession Holders.”

MBJA is a party to the airport concession granted by the AAJ under which it is required to operate, maintain and develop the airport in exchange for certain benefits. See “Item 4, Information on the Company – Regulatory Framework –Sources of Jamaican Regulation,” “Item 4, Information on the Company – Regulatory Framework – The Montego Bay Airport Concession.”

We are a party to a participation agreement with AMP and the SCT which establishes the framework for several other agreements to which we are a party. See “Item 7, Major Shareholders and Related Party Transactions – Related Party Transactions.”

We have entered into a Technical Assistance Agreement with AMP providing for management and consulting services. See “Item 7, Major Shareholders and Related Party Transactions – Related Party Transactions.”

Mexico has had a free market for foreign exchange since 1991, and the government has allowed the peso to float freely against the U.S. dollar since December 1994.

The following summary contains a description of the material U.S. and Mexican federal income tax consequences of the purchase, ownership and disposition of our Series B shares or ADSs by a beneficial holder that is a citizen or resident of the United States or a U.S. domestic corporation or that otherwise is subject to U.S. federal income tax on a net income basis in respect of our Series B shares or ADSs, that is a “non-Mexican holder” (as defined below), and that is fully eligible for benefits under the Tax Treaty, as defined below (a “U.S. holder”), but it does not purport to be a comprehensive description of all of the tax considerations that may be relevant to a decision to purchase, hold or dispose of our Series B shares or ADSs. In particular, the summary of U.S. tax considerations deals only with U.S. holders that hold our Series B shares or ADSs as capital assets and does not address the tax treatment of special classes of U.S. holders such as entities treated as a partnership for U.S. federal income tax purposes or a partner in such partnership, dealers in securities or currencies, U.S. holders whose functional currency is not the U.S. dollar, U.S. holders that own or are treated as owning 10% or more of our outstanding shares by vote or value, tax-exempt organizations, financial institutions, U.S. holders liable for the alternative minimum tax or net investment income tax, securities traders who elect to account for their investment in Series B shares or ADSs on a mark-to-market basis and investors holding Series B shares or ADSs in a hedging transaction or as part of a straddle, conversion or other integrated transaction for U.S. federal income tax purposes. The summary of Mexican tax considerations does not purport to be a comprehensive description of all the Mexican tax considerations that may be relevant to a decision to purchase, own or dispose of the Series B shares or ADSs and does not address all of the Mexican tax consequences that may be applicable to specific holders of the Series B shares or ADSs (including a holder that controls the Company, an investor that holds 10% or more of the Series B shares or ADSs by vote or value or holders that constitute a group of persons for purposes of Mexican law that controls the Company or that holds 10% or more of the Series B shares or ADSs by vote or value, or a holder that is a resident of Mexico or that is a corporation resident in a tax haven (as defined in the Mexican Income Tax Law)). In addition, the summary does not address any U.S. or Mexican state or local tax considerations that may be relevant to a U.S. holder.

The summary is based upon the federal income tax laws of the United States of America (hereinafter “United States”) and the United Mexican States (hereinafter “Mexico”) as in effect on the date of this annual report on Form 20-F, including the provisions of The Convention between the Government of the United States of America and the Government of the United Mexican States for the Avoidance of Double Taxation and the Prevention of Fiscal Evasion with Respect to Taxes on Income, together with related Protocols and Competent Authority Agreements (hereinafter “Tax Treaty”), all of which are subject to change, possibly with retroactive effect in the case of U.S. federal income tax law. Prospective investors in our Series B shares or ADSs should consult their own tax advisors as to the U.S., Mexican or other tax consequences of the purchase, ownership and disposition of the Series B shares or ADSs, including, in particular, the effect of any foreign, state or local tax laws and their entitlement to the benefits, if any, afforded by the Tax Treaty.

For purposes of this summary, the term “non-Mexican holder” shall mean a holder that is not a resident of Mexico for federal tax purposes and that does not hold the Series B shares or ADSs or a beneficial interest therein in connection with the conduct of a trade or business through a permanent establishment or fixed base in Mexico.

For purposes of Mexican taxation, the definition of residency is highly technical and residency results in several situations. Generally, an individual is a resident of Mexico if he or she has established his or her home in Mexico, and a corporation is a resident if it has its place of effective management or center of interests in Mexico. An individual who has a home in Mexico and another country will be considered to be a resident of Mexico if Mexico is the individual’s significant center of interest. However, any determination of residence should take into account the particular situation of each person or legal entity. If a legal entity or an individual is deemed to have a permanent establishment in Mexico for Mexican tax purposes, all income attributable to that permanent establishment will be subject to Mexican income taxes, in accordance with applicable tax laws.

In general, for U.S. federal income tax purposes, holders of ADSs are treated as the beneficial owners of the Series B shares represented by those ADSs. Accordingly, deposits and withdrawals of Series B shares by U.S. holders in exchange for ADSs will not result in the realization of gain or loss for U.S. federal income tax purposes.

Under the Mexican Income Tax Law, dividends paid to Mexican individuals or any foreign residents are subject to a 10% withholding tax if paid from earnings generated during and after 2014, but are not subject to Mexican withholding tax if paid from earnings generated before 2014. Non-Mexican holders may be subject to withholding tax at reduced rates if they are eligible for benefits under an applicable tax treaty with Mexico.

There is a tax incentive for Mexican individuals to claim a credit for dividends generated in 2014, 2015 and 2016 that are reinvested in our Company. This credit applies as follows: (i) if the dividends are paid in 2017, a net 9% tax would be withheld (comprising the 10% withholding tax less a 1% credit), such that 10% of the 10% withholding tax would be credited under the incentive; (ii) if the dividends are paid in 2018, a net 8% tax would be withheld (comprising the 10% withholding tax less a 2% credit), such that 20% of the 10% withholding tax would be credited under the incentive; or (iii) if the dividends are paid in 2019 or thereafter, a net 5% tax would be withheld (comprising the 10% withholding tax less a 5% credit), such that 50% of the 10% withholding tax would be credited under the incentive.

The gross amount of any distributions paid with respect to the Series B shares or ADSs, to the extent paid out of our current or accumulated earnings and profits, as determined for U.S. federal income tax purposes, generally are includible in the gross income of a U.S. holder as ordinary income on the date on which the distributions are received by the depositary and are not eligible for the dividends received deduction allowed to certain corporations under the U.S. Internal Revenue Code of 1986, as amended (the “Code”). To the extent that a distribution exceeds our current and accumulated earnings and profits, it is treated as a non-taxable return of basis to the extent thereof, and thereafter as capital gain from the sale of Series B shares or ADSs. We do not expect to maintain calculations of our earnings and profits in accordance with U.S. federal income tax principles. U.S. Holders therefore should expect that distributions generally will be treated as dividends for U.S. federal income tax purposes. Distributions, which are made in pesos, are includible in the income of a U.S. holder in a U.S. dollar amount calculated by reference to the exchange rate in effect on the date they are received by the depositary whether or not they are converted into U.S. dollars on the date of receipt. If such distributions are converted into U.S. dollars on the date of receipt, a U.S. holder generally should not be required to recognize foreign currency gain or loss in respect of the distributions. Any gain or loss on a subsequent conversion or other disposition of the pesos generally will be treated as ordinary income or loss to such U.S. holder and generally will be income or loss from sources within the United States for U.S. foreign tax credit purposes.

Subject to certain exceptions for short-term and hedged positions, so long as certain holding period and other requirements are met, the U.S. dollar amount of dividends received by certain non-corporate U.S. holders with respect to the Series B shares or ADSs will be subject to taxation at preferential rates if the dividends are “qualified dividends.” Dividends paid on the ADSs will be treated as qualified dividends if: (i) we are eligible for the benefits of a comprehensive income tax treaty with the United States that the Internal Revenue Service (“IRS”) has approved for the purpose of the qualified dividend rules; and (ii) we were not, in the year prior to the year in which the dividend was paid, and are not, in the year in which the dividend is paid, a passive foreign investment company (“PFIC”). The Tax Treaty has been approved for the purposes of the qualified dividend rule. In addition, based on our audited consolidated financial statements and relevant market and shareholder data, we believe that we were not treated as a PFIC for U.S. federal income tax purposes with respect to our 2017 taxable year. In addition, based on our audited consolidated financial statements and our current expectations regarding the value and nature of our assets, the sources and nature of our income, and relevant market and shareholder data, we do not anticipate becoming a PFIC for our 2018 taxable year.

Subject to certain exceptions for short-term and hedged positions, Mexican withholding tax imposed on distributions with respect to Series B shares or ADSs will generally give rise to a foreign tax credit or deduction against U.S. federal income tax liability. For purposes of applying the foreign tax credit limitation, dividend distributions generally constitute foreign-source, passive category income (or in the case of certain U.S. holders, general category income). The use of foreign tax credits is subject to complex rules and limitations. U.S. holders are urged to consult their tax advisors whether, and to what extent, a foreign tax credit will be available in light of their particular circumstances.

Subject to applicable tax treaties, any gain on the sale of our Series B shares by any holder is subject to a 10% withholding tax in Mexico on the net gain from the sale if the transaction is carried out through the Mexican Stock Exchange. These taxes are paid through withholdings made by the financial intermediary. However, these withholdings will not be applicable to a non-resident holder that demonstrates (before the relevant financial intermediary) residence in a country with which Mexico holds a tax treaty to avoid double taxation.

In accordance with current Mexican tax law, any gain on the sale or transfer of ADSs through a securities market recognized by the Mexican Tax Code (Codigo Fiscal de la Federacion), including the NYSE, by any non-resident holder who resides in a country with which Mexico holds a tax treaty is exempt from income tax payment in Mexico. However, the current Mexican tax law is not clear with respect to the treatment of sales of ADSs by non-resident holders who also do not reside in a country with which Mexico has a tax treaty.

The sale or transfer of shares not in the form of ADSs outside of the Mexican Stock Exchange will give rise to a 25% Mexican withholding tax on the gross proceeds realized from the transaction. Subject to certain exceptions, a non-Mexican holder may elect to pay taxes on the gains realized from the sale of shares on a net basis at a rate of 35.0%.

Upon the sale or other disposition of the Series B shares or ADSs, a U.S. holder will generally recognize gain or loss in an amount equal to the difference between the amount realized and such U.S. holder’s tax basis in the Series B shares or ADSs (in U.S. dollars). Such gain or loss will generally be capital gain or loss. Gain or loss recognized by a U.S. holder on such sale or other disposition generally is treated as long-term capital gain or loss if, at the time of the sale or other disposition, the Series B shares or ADSs had been held for more than one year. Long-term capital gain recognized by a non-corporate U.S. holder is taxable at reduced rates. The deduction of a capital loss is subject to limitations. A U.S. holder that receives non-U.S. currency from a sale or other disposition of the Series B shares or ADSs generally will recognize an amount equal to the U.S. dollar value of such non-U.S. currency on the date the Series B shares or ADSs are disposed of. A cash basis or electing accrual basis taxpayer will determine the U.S. dollar value of the amount realized by translating such amount at the spot rate on the settlement date of the sale. If an accrual basis U.S. holder makes the election described above, it must be applied consistently from year to year and cannot be revoked without the consent of the IRS. A U.S. holder will have a tax basis in any non-U.S. currency received in respect of the sale or other disposition of its Series B shares or ADSs equal to its U.S. dollar value calculated at the exchange rate in effect on the date of such sale or other disposition (or in the case of a cash basis or electing accrual basis taxpayer the exchange rate in effect on the date of the receipt).

Gain, if any, realized by a U.S. holder on the sale or other disposition of the Series B shares or ADSs generally will be treated as U.S. source income for U.S. foreign tax credit purposes. Consequently, if a Mexican withholding tax is imposed on the sale or disposition of the Series B shares or ADSs, a U.S. holder that does not receive significant foreign source income from other sources may not be able to derive effective U.S. foreign tax credit benefits in respect of these Mexican taxes. U.S. holders should consult their own tax advisors regarding the application of the foreign tax credit rules to their investment in, and disposition of, Series B shares or ADSs.

There are no Mexican inheritance, gift, succession or value-added taxes applicable to the ownership, transfer or disposition of the Series B shares or ADSs by non-Mexican holders; provided, however, that gratuitous transfers of the Series B shares or ADSs may in certain circumstances causes a Mexican federal tax to be imposed upon the recipient. There are no Mexican stamp, issue, registration or similar taxes or duties payable by non-Mexican holders of the Series B shares or ADSs.

Dividends paid on, and proceeds from the sale or other disposition of, the Series B shares or ADSs to a U.S. holder generally may be subject to the information reporting requirements of the Code and may be subject to backup withholding unless the U.S. holder provides an accurate taxpayer identification number and makes any other required certification or otherwise establishes an exemption. Backup withholding is not an additional tax. The amount of any backup withholding from a payment to a U.S. holder will be allowed as a refund or credit against the U.S. holder’s U.S. federal income tax liability, provided the required information is furnished to the U.S. Internal Revenue Service in a timely manner.

Certain U.S. holders that own “specified foreign financial assets” with an aggregate value in excess of US$50,000 are generally required to file an information statement along with their tax returns, currently on Form 8938, with respect to such assets. “Specified foreign financial assets” include any financial accounts held at a non-U.S. financial institution, as well as securities issued by a non-U.S. issuer that are not held in accounts maintained by financial institutions. The understatement of income attributable to “specified foreign financial assets” in excess of U.S.$5,000 extends the statute of limitations with respect to the tax return to six years after the return was filed. U.S. holders who fail to report the required information could be subject to substantial penalties. Prospective investors are encouraged to consult with their own tax advisors regarding the possible application of these rules, including the application of the rules to their particular circumstances.

We file reports, including annual reports on Form 20-F, and other information electronically with the SEC pursuant to the rules and regulations of the SEC that apply to foreign private issuers. You may read and copy any materials filed with the SEC at its Public Reference Room at 100 F Street, N.E., Washington, D.C. 20549. You may obtain information on the operation of the Public Reference Room by calling the SEC at 1-800-SEC-0330. Any filings we make are also available to the public over the Internet at the SEC’s website at www.sec.gov and at

our website at http://www.aeropuertosgap.com.mx/. (This URL is intended to be an inactive textual reference only. It is not intended to be an active hyperlink to our website. The information on our website, which might be accessible through a hyperlink resulting from this URL, is not and shall not be deemed to be incorporated into this annual report).

See Note 5 to our audited consolidated financial statements for disclosure about market risk.

Our principal exchange rate risk involves changes in the value of the Mexican peso relative to the U.S. dollar. Historically, a significant portion of the revenues generated by our Mexican airports (principally derived from passenger charges for international passengers) has been denominated in or linked to the U.S. dollar but collected in pesos based on the average exchange rate for the prior month. In 2015, 2016 and 2017, approximately 29.7%, 28.9% and 29.8%, respectively, of our total revenues were derived from passenger charges for international passengers (in 2015, 2016 and 2017, 33.1%, 34.0% and 33.4%, respectively, of the sum of our aeronautical and non-aeronautical revenues were derived from passenger charges for international passengers). A depreciation of the peso as compared to the U.S. dollar, particularly late in the year, could cause us to exceed the maximum rates at one or more of our airports, in which case, we may provide discounts to passenger charges or to the airlines. In addition, if the peso appreciates as compared to the U.S. dollar, we may underestimate the specific prices we can charge for regulated services and be unable to adjust our prices upwards to maximize our regulated revenues. Approximately 25% of our 2017 aeronautical and non-aeronautical revenues were denominated in U.S. dollars. We estimate that approximately 18% of our consolidated costs and expenses are denominated in U.S. dollars. Based upon a 10% annual depreciation of the peso compared to the U.S. dollar as of December 31, 2017, we estimate that our revenues would have increased by approximately Ps.276.3 million, and our costs and expenses would have increased approximately Ps.109.5 million.

As of December 31, 2015, 4.6% of our cash and marketable securities were denominated in U.S. dollars and 1.3% were denominated in euros. As of December 31, 2016, 4.9% of our cash and marketable securities were denominated in U.S. dollars and none were denominated in euros. As of December 31, 2017, 20.4% of our cash and marketable securities were denominated in U.S. dollars and 0.4% were denominated in euros.

In 2015, we obtained U.S.$191.0 million in loans, with which we financed 100% of the acquisition of DCA and we had a total of U.S.$229.6 million in U.S. dollar-denominated debt as of December 31, 2015. In 2016, we did not incur any additional U.S. dollar indebtedness, and, as of December 31, 2016, we had U.S.$223.3 million in U.S. dollar-denominated debt. In 2017, we did not incur any additional U.S. dollar indebtedness, and as of December 31, 2017, we had U.S.$215.5 in U.S. dollar-denominated debt. Future decreases in the value of the peso relative to the U.S. dollar will increase the cost in pesos of servicing such indebtedness.

At December 31, 2015, 2016 and 2017, we did not have any outstanding forward foreign exchange contracts.

In the recent past, we have funded the majority of our capital expenditures with bank loans. However, due to a strategic shift, we now expect to fund the most significant portion of our capital investments through debt issuances on the Mexican capital markets, subject to market conditions.

On February 20, 2015, we issued Ps.2.6 billion in long-term debt securities in two tranches. The first tranche, “GAP 15,” was for Ps.1.1 billion, has interest payable every 28 days at a variable rate of TIIE-28 plus 24 basis points and matures in 5 years on February 14, 2020. The second tranche, “GAP 15-2,” was for the remaining Ps.1.5 billion and has interest payable every 182 days at a fixed rate of 7.08%. The GAP 15-2 certificates mature in 10 years on February 7, 2025. The proceeds of both these tranches were used to repay all our previously outstanding bank debt, and the remainder was used to finance capital investments set forth in our Master Development Programs for 2015. On January 29, 2016, we reopened issued a total of Ps.1.1 billion in additional GAP-15 debt securities on the Mexican debt capital markets, which was allocated to finance capital investments set forth in our Master Development Programs for 2016. Interest is payable every 28 days at a variable rate of TIIE-28 plus 24 basis points. The reopened GAP-15 debt securities mature on February 14, 2020. On July 8, 2016 we issued a total of Ps.1.5 billion in new “GAP 16” debt securities on the Mexican market. Proceeds from the issuance were allocated to finance the investments set forth in our Master Development Programs for the second half of 2016 and the first quarter of 2017. Interest is payable every 28 days at a variable rate of TIIE-28 plus 49 basis points. The maturity of these bond certificates will be 5 years, and the principal payment will be repaid upon maturity, on July 2, 2021. On April 6, 2017 we issued a total of Ps.1.5 billion in new “GAP 17” debt securities on the Mexican market. Proceeds from the issuance were allocated to finance the investments set forth in our Master Development Program for 2017. Interest is payable every 28 days at a variable rate of TIIE-28 plus 49 basis points. The maturity of these bond certificates will be five years, and the principal payment will be repaid upon maturity, on March 31, 2022. On November 9, 2017 we issued a total of Ps.2.3 billion in new “GAP 17-2” debt securities on the Mexican market. Proceeds from the issuance were allocated to finance the investments set forth in our MDP for 2017, 2018 and 2019. Interest is payable every 28 days at a variable rate of TIIE-28 plus 44 basis points. The maturity of these bond certificates will

be five years, and the principal payment will be repaid upon maturity, on November 3, 2022. As of December 31, 2017, we had approximately Ps.7.5 billion in variable rate debt issued and Ps.1.5 billion in fixed rate debt issued, for a total of Ps.9.0 billion.

In addition, on September 24, 2015, we signed two new unsecured credit agreements for the refinancing of the bridge loans obtained for the acquisition of DCA. The new loans, from Bank of Nova Scotia and BBVA Bancomer, for U.S.$95.5 million each, generate interest at the variable one-month LIBOR rate plus 99 and 105 basis points, respectively. The Bank of Nova Scotia and BBVA Bancomer loans were disbursed on January 19, 2016 and February 15, 2016, respectively, and have a 5-year maturity.

During 2017, we paid (i) Ps.440.8 million of interest expense under variable interest rate loans, with an average TIIE-28 rate of 7.05% plus a contractual fixed spread and average LIBOR rate of 1.5% plus a contractual fixed spread , and (ii) Ps.138.3 million of interest expense under fixed-rate loans. Based upon a 100 basis points increase of the TIIE-28 and the LIBOR rate, we estimate that our interest expense would have increased by Ps.112.1 million.

In 2016, we contracted hedges with an interest rate floor and two interest rate collars, such that if the relevant rate surpasses the level established (strike) in the contract, the cap generates positive cash flows, which offsets the negative effects of the increase in the interest rates from the underlying bank loans. The derivative financial instruments are negotiated in the over-the-counter (OTC) market, through national and international banks. The hedge covered by the cap is for the GAP 15 debt securities, the first reopening issued in February 2015, the reopening issued in January 2016 and the loans for the acquisition of DCA contracted in January and February 2016 with Bank of Nova Scotia and BBVA Bancomer, which are described in the table below.

On May 2, 2017, we contracted HSBC for a derivative financial transaction by exchange of interest rates (swap) in order to cover the risk derived from the tranche of the GAP 17 long-term debt securities. The contract is for a value of Ps.1.5 billion and pays a fixed interest rate of 7.21% at the maturity of the long-term debt securities.

Because both our U.S. dollar loans and our peso bond debt have variable interest rates, an increase in interest rates would reduce our cash flows. To reduce our exposure, we have contracted interest rate hedges with HSBC and Scotiabank. Our derivative financial instruments are negotiated in the over-the-counter market through national and international banks.

For more information regarding our funding and liquidity strategies, see “Item 5, Operating and Financial Review and Prospects – Liquidity and Capital Resources – Indebtedness.”

For the year ended December 31, 2017 a gain of Ps. 34.4 million was recognized within finance cost as income of the period, due to the value of the premium paid; no amounts have been recognized through other comprehensive income during the year ended December 31, 2017, for the effect of the intrinsic value of these hedges.

On March 4, 2016 we entered into a bank loans hedge. Because the current one month LIBOR rates are below the first cap, which is 1.75%, the hedging instrument has not been used. As mentioned in the Risk Note, according to the projections of the interest curves, it is not expected that these will exceed the second cap of 2.75%.

On April 1, 2016 we entered into a debt securities hedge with variable interest rates. In 2017, the Company used the hedge because the TIIE 28 rate surpassed the first cap of 5.75%. At December 31, 2016 and 2017, the Company recognized Ps.0.6 million and Ps.19.6 million, respectively, for the application of the coverage in the comprehensive income.

On May 4, 2017, we entered into a hedge of the variable interest rate generated by the long-term debt securities issued in April 2017; these debt securities certificates were issued at a 28-day TIIE variable rate plus 49 base points, for which a swap was contracted to fix the rate at 7.21%. As of December 31, 2017, an amount of Ps.0.7 million was recognized in favor of the Company for the application of the hedge because the fixed rate agreed in the swap was lower than the TIIE.

The Bank of New York Mellon serves as the depositary for our ADSs. ADS holders are required to pay various fees to the depositary. The following is a summary of the fees payable by holders of our ADRs. For more complete information regarding ADRs, you should read the entire deposit agreement and the form of ADR.

The depositary of our ADSs, The Bank of New York Mellon, collects its fees directly from investors depositing shares or surrendering ADSs for the purpose of withdrawal, or from intermediaries acting for them, by deducting the fees from the amounts distributed or by selling a portion of distributable property to pay the fees. For example, the depositary may deduct from cash distributions, directly bill investors or charge the book-entry system accounts of participants acting for them. The depositary may generally refuse to provide fee-attracting services until its fees for these services are paid.

The Bank of New York Mellon, as depositary of our ADSs, pays us an agreed amount, which includes expenses related to the administration and maintenance of the ADS facility including, but not limited to, investor relations expenses, the annual New York Stock Exchange listing fees (as invoiced in the reimbursement request to the depositary) or any other program related expenses. There are limits on the amount of expenses for which the depositary will reimburse us, but the amount of reimbursement available to us is not necessarily tied to the amount of fees the depositary collects from investors. On September 1, 2015, we received U.S.$146.0 thousand in reimbursements for expenses from 2014 from the depositary. In 2016, we did not receive any reimbursements for expenses for 2015 from the depositary. In 2017, we received U.S.$194.6 thousand in reimbursements for expenses corresponding to 2015 and 2016 from the depositary.

We have evaluated, with the participation of our Chief Executive Officer and Chief Financial Officer, the effectiveness of our disclosure controls and procedures as of December 31, 2017.

There are inherent limitations to the effectiveness of any system of disclosure controls and procedures, including the possibility of human error and the circumvention or overriding of the controls and procedures. Accordingly, even effective disclosure controls and procedures can only provide reasonable assurance of achieving their control objectives. Based upon our evaluation, our chief executive officer and chief financial officer concluded that our disclosure controls and procedures were effective to provide reasonable assurance that information required to be disclosed by us in the reports that we file or submit under the Securities Exchange Act of 1934, as amended, is recorded, processed, summarized and reported, within the time periods specified in the applicable rules and forms, and that it is accumulated and communicated to our management, including our chief executive officer and chief financial officer, as appropriate to allow timely decisions regarding required disclosure.

Our management is responsible for establishing and maintaining adequate internal control over financial reporting as defined in Rules 13a-15(f) and 15d-15(f) under the Securities and Exchange Act of 1934. Our internal control over financial reporting is designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with international financial reporting standards. Our internal control over financial reporting includes those policies and procedures that:

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with policies and procedures may deteriorate. Under the supervision of our Chief Executive Officer and Chief Financial Officer, our management assessed the design and effectiveness of our internal control over financial reporting as of December 31, 2017. In making its assessment, management used the criteria set forth by the Committee of Sponsoring Organizations of the Treadway Commission, or COSO, in Internal Control — Integrated Framework (2013).

Based on our assessment and those criteria, our management has concluded that our company maintained effective internal control over financial reporting as of December 31, 2017.

Our independent registered public accounting firm that audited the financial statements included in this filing has issued an attestation report on the effectiveness of our internal control over financial reporting.

We have audited Grupo Aeroportuario del Pacífico, S.A.B. de C.V’. and subsidiaries’ (the Company) internal control over financial reporting as of December 31, 2017, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of

Sponsoring Organizations of the Treadway Commission. In our opinion, the Company maintained, in all material respects, effective internal control over financial reporting as of December 31, 2017, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the consolidated statements of financial position of the Company as of December 31, 2017 and 2016 and the related consolidated statements of profit or loss and other comprehensive income, changes in stockholders’ equity, and cash flows for each of the years in the two-year period ended December 31, 2017, and the related notes (collectively, the consolidated financial statements), and our report dated April 20, 2018 expressed an unqualified opinion on those consolidated financial statements

The Company’s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control over financial reporting, included in the accompanying Management’s Annual Report on Internal Control Over Financial Reporting. Our responsibility is to express an opinion on the Company’s internal control over financial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.

We conducted our audit in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all material respects. Our audit of internal control over financial reporting included obtaining an understanding of internal control over financial reporting, assessing the risk that a material weakness exists, and testing and evaluating the design and operating effectiveness of internal control based on the assessed risk. Our audit also included performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.

A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control over financial reporting includes those policies and procedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company’s assets that could have a material effect on the financial statements.

There has been no change in our internal control over financial reporting during 2017 that has materially affected, or is reasonably likely to materially affect, our internal control over financial reporting.

Carlos Cárdenas Guzmán, an independent director under NYSE listing standards, joined our board of directors and our Audit Committee in 2011, and we believe that he is qualified to serve as our “audit committee financial expert” as defined in Item 16A of Form 20-F under the Securities and Exchange Act of 1934. Our board of directors appointed Mr. Cárdenas as President of the Audit Committee and also as the financial expert of that Committee. For a discussion of Mr. Cárdenas qualifications, see “Item 6, Directors, Senior Management and Employees – Directors.”

We have adopted a code of ethics, as defined in Item 16B of Form 20-F under the Securities Exchange Act of 1934, as amended. Our code of ethics applies to our chief executive officer, chief financial officer, chief accounting officer and personnel performing similar functions as well as to our other officers and employees. Our code of ethics is an exhibit to this annual report on Form 20-F and is available on our website at www.aeropuertosgap.com.mx. If we amend the provisions of our code of ethics that apply to our chief executive officer, chief financial officer, chief accounting officer and persons performing similar functions, or if we grant any waiver of such provisions, we will disclose such amendment or waiver on our website at the same address. The information found on our website, other than as specifically incorporated by reference into this annual report on Form 20-F, is not part of this annual report on Form 20-F.

The following table sets forth the fees billed to us by our independent auditors, Galaz, Yamazaki, Ruíz Urquiza, S.C. (“Deloitte”) (a member of Deloitte Touche Tohmatsu Limited), during the fiscal year ended December 31, 2015, and KPMG Cárdenas Dosal S.C. (“KPMG Mexico”), during the fiscal years ended December 31, 2016 and 2017:

(1) In 2017, KPMG Cárdenas Dosal, S.C. (our audit firm since 2016) billed us the following fees: audit fees of Ps.9,032 thousand, audit-related fees of Ps.2,197 thousand and other fees of Ps.562 thousand. In 2017, Galaz, Yamazaki, Ruíz Urquiza, S.C. (our audit firm until 2015) billed us the following fees: audit fees of Ps.767 thousand.

Audit fees in the above tables are the aggregate fees billed by our independent auditors in connection with the audit of our annual consolidated financial statements, the audit of the financial statements of certain subsidiaries and other statutory audit reports.

Audit-related fees in the above table are fees billed by our independent auditors for services related to the Sarbanes-Oxley Act of 2002 and other audit related-services.

Other fees in the above table are fees billed by our independent auditors for transfer pricing services and other services contracts.

Our audit committee has not established pre-approval policies and procedures for the engagement of our independent auditors for services. Our audit committee expressly approves on a case-by-case basis any engagement of our independent auditors for audit and non-audit services provided to our subsidiaries or to us.

The tables below set forth, for the periods indicated, the total number of shares purchased by us or on our behalf, or by or on behalf of an “affiliated purchaser,” the average price paid per share, the total number of shares purchased as a part of a publicly announced repurchase plan or program and the maximum number (or approximate U.S. dollar value) of shares that may yet be purchased under our plans and programs.

As of each of December 31, 2015, 2016 and 2017, there was a total balance of 35,424,453 repurchased shares in each year on our Consolidated Statements of Financial Position.

Pursuant to Section 303A.11 of the Listed Company Manual of the New York Stock Exchange, we are required to provide a summary of the significant ways in which our corporate governance practices differ from those required for U.S. companies under the NYSE listing standards. We are a Mexican corporation with shares listed on the Mexican Stock Exchange. Our corporate governance practices are governed by our bylaws, the Securities Market Law and the regulations issued by the Mexican National Banking and Securities Commission (Comisión Nacional Bancaria y de Valores). We also generally comply on a voluntary basis with the Mexican Code of Best Corporate Practices (Código de Mejores Prácticas Corporativas), which was created in January 2001 by a group of Mexican business leaders and was endorsed by the Mexican Banking and Securities Commission. On an annual basis, we file a report with the Mexican Banking and Securities Commission and the Mexican Stock Exchange regarding our compliance with the Mexican Code of Best Corporate Practices.

The table below discloses the significant differences between our corporate governance practices and the NYSE standards:

Our consolidated financial statements are included in this filing beginning on page F-1. The following is an index to the consolidated financial statements:

Consolidated Financial Statements for Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and Subsidiaries

Omitted from the exhibits filed with this annual report are certain instruments and agreements with respect to our long-term debt, none of which authorizes securities or results in an incurrence of debt in a total amount that exceeds 10% of our total assets. We hereby agree to furnish to the SEC copies of any such omitted instruments or agreements as the SEC requests.

The registrant hereby certifies that it meets all of the requirements for filing on Form 20-F and that it has duly caused and authorized the undersigned to sign this registration statement on its behalf.

Report of Independent Auditors and 2015, 2016 and 2017 Consolidated Financial Statements

Report of Independent Registered Public Accounting Firm to the Board of Directors and Stockholders of Grupo Aeroportuario del Pacífico, S.A.B. de C.V.

We have audited the accompanying consolidated financial statements of Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and subsidiaries (the “Company”), which comprise the consolidated statement of financial position as of December 31, 2015 and the consolidated statements of profit or loss and other comprehensive income, changes in stockholders’ equity and of cash flows for the year then ended, and a summary of significant accounting policies and other explanatory information.

We conducted our audit in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the consolidated financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for our opinion.

In our opinion, such consolidated financial statements present fairly, in all material respects, the consolidated financial position of Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and subsidiaries as of December 31, 2015, and their results of operations, changes in their shareholders’ equity and their cash flows for the year then ended, in conformity with International Financial Reporting Standards as issued by the International Accounting Standards Board.

The accompanying consolidated financial statements have been translated into English solely for the convenience of readers.

Report of Independent Registered Public Accounting Firm To the Stockholders and Board of Directors Grupo Aeroportuario del Pacífico, S.A.B. de C.V.:

We have audited the accompanying consolidated statements of financial position of Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and subsidiaries (the Company) as of December 31, 2017 and 2016, and the related consolidated statements of profit or loss and other comprehensive income, changes in equity, and cash flows for each of the years in the two-year period ended December 31, 2017, and the related notes (collectively, the consolidated financial statements). In our opinion, the consolidated financial statements present fairly, in all material respects, the financial position of the Company as of December 31, 2017 and 2016, and the results of its operations and its cash flows for each of the years in the two‑year period ended December 31, 2017, in conformity with International Financial Reporting Standards as issued by the International Accounting Standards Board.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the Company’s internal control over financial reporting as of December 31, 2017, based on criteria established in Internal Control – Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission, and our report dated April 20, 2018 expressed an unqualified opinion on the effectiveness of the Company’s internal control over financial reporting.

These consolidated financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on these consolidated financial statements based on our audits. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.

We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the consolidated financial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of the consolidated financial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included examining, on a test basis, evidence regarding the amounts and disclosures in the consolidated financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall presentation of the consolidated financial statements. We believe that our audits provide a reasonable basis for our opinion.

	December 31, 2015				December 31, 2016				December 31, 2017
Current liabilities:
Banks loans and current portion of long-term borrowings (Note 17.a)	Ps.	3,529,102			Ps.	84,758			Ps.	141,412
Concession taxes payable			117,802				250,300				302,573
Aeropuertos Mexicanos del Pacífico, S.A.P.I. de C.V. (Note 32.a)			149,637				198,512				252,622
Accounts payable (Note 15)			637,246				1,085,926				1,066,069
Taxes payable			26,982				25,170				74,342
Dividends payable (Note 20)			—				—				130,846
Income taxes payable (Note 13)			197,541				296,633				327,283
Total current liabilities			4,658,310				1,941,299				2,295,147
Deposits received in guarantee (Note 5)			725,437				936,828				1,082,537
Deferred income taxes (Note 13.e)			818,879				946,673				839,253
Retirement employee benefits (Note 18)			93,367				92,575				112,980
Long-term borrowings (Note 17.a)			421,363				4,529,518				4,110,846
Debt securities (Note 17.b)			2,600,000				5,200,000				9,000,000
Total long-term liabilities			4,659,046				11,705,594				15,145,616
Total liabilities			9,317,356				13,646,893				17,440,763
Equity (Note 19):
Common stock			12,528,780				10,778,613				9,028,446
Repurchased shares			(1,733,374	)			(1,733,374	)			(1,733,374	)
Legal reserve			840,743				960,943				1,119,029
Reserve for repurchase of shares			2,583,374				2,683,374				2,728,374
Retained earnings			6,638,935				7,561,527				9,001,269
Foreign currency translation reserve			415,493				1,071,159				876,300
Remeasurements of employee benefits – Net of income tax			—				10,773				8,171
Total equity attributable to controlling interest			21,273,951				21,333,015				21,028,215
Non-controlling interest (Note 20)			882,092				1,071,554				1,048,554
Total equity			22,156,043				22,404,569				22,076,769
Total	Ps.	31,473,399			Ps.	36,051,462			Ps.	39,517,532

	2015				2016				2017
Revenues (Note 21):
Aeronautical services	Ps.	5,419,022			Ps.	7,037,920			Ps.	8,280,522
Non-aeronautical services			1,849,252				2,393,604				2,772,905
Improvements to concession assets			838,635				1,676,037				1,312,491
			8,106,909				11,107,561				12,365,918
Operating costs:
Cost of services (Note 22)			1,558,258				1,782,371				2,110,407
Technical assistance fees (Note 32)			236,507				301,820				357,451
Concession taxes (Note 10)			483,086				764,349				944,197
Depreciation and amortization (Note 23)			1,156,435				1,348,387				1,443,562
Cost of improvements to concession assets (Note 25)			838,635				1,676,037				1,312,491
Other income – net (Note 26)			(254,612	)			(295	)			(83,921	)
			4,018,309				5,872,669				6,084,187
Income from operations			4,088,600				5,234,892				6,281,731
Finance cost – net (Note 27):
Finance income			90,889				279,570				420,735
Finance cost			(209,304	)			(381,708	)			(619,207	)
Exchange gain (loss) – net			(338,395	)			(500,894	)			99,083
			(456,810	)			(603,032	)			(99,389	)
Share of loss of associate (Note 14)			(13,704	)			(11,728	)			(10,620	)
Income before income taxes			3,618,086				4,620,132				6,171,722
Income tax (Note 13.c):
Current			1,030,026				1,532,875				1,849,551
Deferred			(182,717	)			(266,302	)			(408,910	)
			847,309				1,266,573				1,440,641
Profit for the year			2,770,777				3,353,559				4,731,081
Other comprehensive income:
Items that are or may be reclassified subsequently to profit or loss Exchange differences on translating foreign operations Items that will not be reclassified to profit or loss		482,394					773,453			(226,494)
Remeasurements of employee benefit – net of income tax			—				10,773				(2,602	)
Total comprehensive income for the year	Ps.	3,253,171			Ps.	4,137,785			Ps.	4,501,985
Profit for the year attributable to:
Controlling interest	Ps.	2,726,020			Ps.	3,281,884			Ps.	4,649,120
Non-controlling interest			44,757				71,675				81,961
	Ps.	2,770,777			Ps.	3,353,559			Ps.	4,731,081
Total comprehensive income for the year attributable to:
Controlling interest	Ps.	3,141,513			Ps.	3,948,323			Ps.	4,451,659
Non-controlling interest			111,658				189,462				50,326
	Ps.	3,253,171			Ps.	4,137,785			Ps.	4,501,985
Weighted average number of common shares outstanding		525,575,547				525,575,547				525,575,547
Basic and diluted earnings per share (in Mexican Pesos, Notes 3.s and w.)	Ps.	5.1867			Ps.	6.2443			Ps.	8.8457

	Number of Shares		Common stock				Repurchased shares				Legal reserve			Reserve for repurchase of shares			Retained earnings				Foreign currency translation reserve			Remeasurements of employee benefits – Net of income tax			Total equity attributable to controlling interest				Non-controlling interest				Total equity
Balances as of January 1, 2015		561,000,000	Ps.	13,937,322			Ps.	(1,733,374)			Ps.	735,491		Ps.	2,133,374		Ps.	6,213,078			Ps.		—	Ps.		—	Ps.	21,285,891			Ps.		—		Ps.	21,285,891
Transfer of earnings to legal reserve (Note 19.h)		—			—				—				105,252			—			(105,252	)			—			—			—				—				—
Dividends declared and paid, Ps. 3.32 pesos per share (Note 19.b)		—			—				—				—			—			(1,744,911	)			—			—			(1,744,911	)			—				(1,744,911	)
Capital distribution Ps. 2.68 pesos per share (Note 19.c)		—		(1,408,542)					—				—			—			—				—			—			(1,408,542	)			—				(1,408,542	)
Reserve for repurchase of shares (Note 19.b)		—			—				—				—			450,000			(450,000	)			—			—			—				—				—
Business combinations non-controlling interest (Note 20)		—			—				—				—			—			—				—			—			—				852,825				852,825
Dividends declared and paid non-controlling interest (Note 20)		—			—				—				—			—			—				—			—			—				(82,391	)			(82,391	)
Comprehensive income:
Profit of the year		—			—				—				—			—			2,726,020				—			—			2,726,020				44,757				2,770,777
Other comprehensive income for the year		—			—				—				—			—			—				415,493			—			415,493				66,901				482,394
Total comprehensive income for the year		—			—				—				—			—			2,726,020				415,493			—			3,141,513				111,658				3,253,171
Balances as of December 31, 2015		561,000,000			12,528,780				(1,733,374	)			840,743			2,583,374			6,638,935				415,493			—			21,273,951				882,092				22,156,043
Transfer of earnings to legal reserve (Note 19.h)		—			—				—				120,200			—			(120,200	)			—			—			—				—				—
Dividends declared and paid, Ps. 4.07 pesos per share (Note 19.d)		—			—				—				—			—			(2,139,092	)			—			—			(2,139,092	)			—				(2,139,092	)
Capital distribution Ps. 3.33 pesos per share (Note 19.e)		—			(1,750,167	)			—				—			—			—				—			—			(1,750,167	)			—				(1,750,167	)
Reserve for repurchase of shares (Note 19.d)		—			—				—				—			100,000			(100,000	)			—			—			—				—				—
Comprehensive income:
Profit of the year		—			—				—				—			—			3,281,884				—			—			3,281,884				71,675				3,353,559
Other comprehensive income for the year		—			—				—				—			—			—				655,666			10,773			666,439				117,787				784,226
Total comprehensive income for the year		—			—				—				—			—			3,281,884				655,666			10,773			3,948,323				189,462				4,137,785
Balances as of December 31, 2016		561,000,000	Ps.	10,778,613			Ps.	(1,733,374)			Ps.	960,943		Ps.	2,683,374		Ps.	7,561,527			Ps.	1,071,159		Ps.	10,773		Ps.	21,333,015			Ps.	1,071,554			Ps.	22,404,569

	Number of Shares		Common stock				Repurchased shares			Legal reserve			Reserve for repurchase of shares			Retained earnings				Foreign currency translation reserve				Remeasurements of employee benefits – Net of income tax				Total equity attributable to controlling interest				Non-controlling interest				Total equity
Balances as of January 1, 2017		561,000,000	Ps.	10,778,613			Ps.	(1,733,374)		Ps.	960,943		Ps.	2,683,374		Ps.	7,561,527			Ps.	1,071,159			Ps.	10,773			Ps.	21,333,015			Ps.	1,071,554			Ps.	22,404,569
Dividends declared non-controlling interest (Note 20)		—			—				—			—			—			—				—				—				—				(73,326	)			(73,326	)
Transfer of earnings to legal reserve (Note 19.h)		—			—				—			158,086			—			(158,086	)			—				—				—				—				—
Dividends declared and paid, Ps. 5.72 pesos per share (Note 19.f)		—			—				—			—			—			(3,006,292	)			—				—				(3,006,292	)			—				(3,006,292	)
Capital distribution Ps. 3.33 pesos per share (Note 19.g)		—			(1,750,167	)			—			—			—			—				—				—				(1,750,167	)			—				(1,750,167	)
Reserve for repurchase of shares (Note 19.f)		—			—				—			—			45,000			(45,000	)			—				—				—				—				—
Comprehensive income:
Profit of the year		—			—				—			—			—			4,649,120				—				—				4,649,120				81,961				4,731,081
Other comprehensive income for the year		—			—				—			—			—			—				(194,859	)			(2,602	)			(197,461	)			(31,635	)			(229,096	)
Total comprehensive income for the year		—			—				—			—			—			4,649,120				(194,859	)			(2,602	)			4,451,659				50,326				4,501,985
Balances as of December 31, 2017		561,000,000	Ps.	9,028,446			Ps.	(1,733,374)		Ps.	1,119,029		Ps.	2,728,374		Ps.	9,001,269			Ps.	876,300			Ps.	8,171			Ps.	21,028,215			Ps.	1,048,554			Ps.	22,076,769

	2015				2016				2017
Cash flows from operating activities:
Profit for the year	Ps.	2,770,777			Ps.	3,353,559			Ps.	4,731,081
Adjustments for:
Employee benefits			13,352				14,718				16,688
Bad debt expense			5,380				1,100				866
Depreciation and amortization			1,156,435				1,348,387				1,443,562
Share of loss of associate			13,704				11,728				10,620
Bargain purchase gain			(189,744	)			—				—
Net gain on derivative financial instruments			—				(68,261	)			(34,361	)
Interest expense for financing activity			198,567				357,087				600,813
Unrealized exchange gain (loss)			354,458				549,768				(172,849	)
Long term provisions			—				6,480				6,480
Income tax expense			847,309				1,266,573				1,440,641
			5,170,238				6,841,139				8,043,541
Changes in:
Trade accounts receivable			173,005				(434,534	)			(394,746	)
Recoverable income tax and other current assets			(27,188	)			116,181				9,275
Concession taxes payable			79,098				107,473				55,422
Aeropuertos Mexicanos del Pacífico, S.A.P.I. de C.V.			24,680				48,875				54,110
Accounts payable			301,508				205,797				24,580
Taxes payable			(14,229	)			(1,816	)			49,169
Deposits received in guarantee			128,298				203,987				147,714
Cash generated by operating activities			5,835,410				7,087,102				7,989,065
Income taxes paid			(930,657	)			(1,445,899	)			(1,820,363	)
Net cash provided by operating activities			4,904,753				5,641,203				6,168,702
Cash flows from investing activities:
Purchases of machinery, equipment, improvements on leased buildings, improvements to concession assets and advance payments to suppliers		(1,128,382)				(1,856,997)				(1,923,893)
Proceeds from sales of machinery and equipment			2,023				329				—
Net cash outflows on acquisition of subsidiary			(2,543,568	)			—				—
Equity reimbursement from associate			—				58,868				—
Other assets			—				(18,757	)			(14,682	)
Net cash used in investing activities			(3,669,927	)			(1,816,557	)			(1,938,575	)
Cash flows from financing activities:
Dividends declared and paid			(1,744,911	)			(2,139,092	)			(3,006,292	)
Dividends paid to non-controlling interest			(82,391	)			—				—
Capital distribution			(1,408,542	)			(1,750,167	)			(1,750,167	)
Proceeds from issuance of debt securities			2,600,000				2,600,000				3,800,000
Proceeds from bank loans			9,056,701				3,528,849				—
Repayments on bank loans			(8,076,912	)			(3,661,049	)			(151,724	)
Derivative financial instruments			—				(4,193	)			—
Interest paid on financial loans			(177,774	)			(345,533	)			(579,133	)
Net cash provided by (used in) financing activities			166,171				(1,771,185	)			(1,687,316	)
Effects of exchange rate changes on cash held:			—				138,178				(806	)
Increase in cash and cash equivalents			1,400,997				2,191,639				2,542,005
Cash and cash equivalents at beginning of year			1,595,502				2,996,499				5,188,138
Cash and cash equivalents at the end of year	Ps.	2,996,499			Ps.	5,188,138			Ps.	7,730,143
Non-cash investing activities:
Purchases of machinery, equipment, improvements on leased buildings and improvements to concession assets	Ps.	221,151			Ps.	441,515			Ps.	409,271

Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and subsidiaries (the “Company” or “GAP”) was incorporated in May 1998 as a state-owned entity to manage, operate and develop 12 airport facilities, mainly in Mexico’s Pacific region. The airports are located in the following cities: Guadalajara, Puerto Vallarta, Tijuana, San Jose del Cabo, Guanajuato (Bajío), Hermosillo, Mexicali, Los Mochis, La Paz, Manzanillo, Morelia and Aguascalientes. Additionally, in April 2015, GAP acquired 100% of the shares of Desarrollo de Concesiones Aeroportuarias, S.L. (DCA), a Spanish company, which owns a majority stake in MBJ Airports Limited (MBJA), which operates the Sangster International Airport in Montego Bay in Jamaica. The Company’s principal address is Mariano Otero Avenue 1249 B, six floor, Rinconada del Bosque, zip code 44530, Guadalajara, Jalisco, Mexico.

The Company began operations on November 1, 1998. Prior to that date, the Company’s activities were carried out by Aeropuertos y Servicios Auxiliares (ASA), a Mexican Governmental agency, which was responsible for the operation of all public airports in Mexico.

In June 1998, the subsidiaries of Grupo Aeroportuario del Pacífico, S.A.B. de C.V. were granted concessions by the Ministry of Communications and Transportation (SCT) to manage, operate and develop each of the Pacific Group’s 12 airports and benefit from the use of the airport facilities, for a 50-year term beginning November 1, 1998 (The Concession or Concessions). The cost of the concessions, which totaled Ps.15,938,359, was determined by the Mexican Government in August 1999, based upon the price paid by Aeropuertos Mexicanos del Pacífico, S.A.P.I. de C.V. (AMP, the strategic shareholder of the Company) for its interests in GAP. On August 20, 1999, GAP entered into a Liabilities Assumption Agreement with each of its subsidiaries, whereby it assumed the liabilities incurred by each subsidiary derived from obtaining the concession. Such liabilities were capitalized by GAP as equity in favor of the Mexican Government on such date.

The term of the concession is 50 years as from November 1, 1998 and may be extended by the SCT on one or more occasions for up to 50 additional years under certain circumstances. Beginning on November 1, 1998, the Company is required to pay an annual tax to the Mexican Government, through the SCT, for use of the public property, equivalent to 5% of each concessionaire’s annual gross revenues, according to the concession terms and the Mexican Federal Duties Law.

Title to all of the long-term fixed assets within the airports is retained by the Mexican Government. Accordingly, upon expiration of the term of the concessions granted to the Company, the assets, including all of the improvements made to the airport facilities during the term of the concessions, shall automatically revert to the Mexican Government. Additionally, ASA and other agencies of the Mexican Government maintain the rights to provide certain services such as air traffic control, fuel supply and immigration control.

On February 24, 2006, the Company made an initial public offering of its Series B shares, under which the Mexican Government, which held 85% of the voting common stock of the Company sold its 100% shares participation, both in the United States of America, via the New York Stock Exchange (NYSE) and in Mexico, via the Mexican Stock Exchange (BMV). Consequently, as of such date, the Company became a public entity in both Mexico and in the United States of America and is required to meet various legal obligations and regulations for public entities applicable in each country.

On April 20, 2015, the Company carried out a transaction with Spanish company Abertis Airports, S.A (Abertis) for the acquisition of 100% of the shares of DCA. The transaction was fully paid on the same date. The acquisition was the result of a private and confidential bidding process among various participants which concluded in favor of GAP. The total amount of the transaction was USD$192 million.

DCA has a 74.5% stake in MBJA, the entity that operates Sangster International airport in Montego Bay in Jamaica. MBJA holds the concession to operate, maintain and utilize the airport for a period of 30 years, beginning April 2, 2003. Vantage Airport Group Limited (Vantage) owns the remaining 25.5% stake in MBJA.

DCA also has a 14.77% stake in SCL Terminal Aéreo Santiago, S.A. (SCL), the operator of the international terminal in Santiago, Chile until September 30, 2015. On September 30, 2015, the concession to operate the Santiago, Chile airport expired, consequently, those assets were immediately returned to the Chilean government and the new operator without any significant incidents. Though SCL will no longer have operations, according to the concession agreement, SCL must remain in effect for an additional year after the transfer, so if there are potential contingencies, SCL can address them. After that first year, SCL will remain in effect for another two years before its dissolution in accordance with tax regulations in Chile.

In addition, for financial reporting purposes, fair value measurements are categorized into Level 1, 2 or 3 based on the degree to which the inputs to the fair value measurements are observable and the significance of the inputs to the fair value measurement in its entirety, which are described as follows:

The Company reassesses whether or not it controls an investee if facts and circumstances indicate that there are changes to one or more of the three elements of control listed above.

Consolidation of a subsidiary begins when the Company obtains control over the subsidiary and ceases when the Company loses control of the subsidiary. Income and expenses of a subsidiary acquired or disposed of during the year are included in the consolidated statement of profit or loss and other comprehensive income from the date the Company gains control until the date when the Company ceases to control the subsidiary.

Profit and each component of other comprehensive income are attributed to the owners of the Company and to the non-controlling interests. Total comprehensive income of subsidiaries is attributed to the owners of the Company and to the non-controlling interests even if this results in the non-controlling interests having a deficit balance.

When necessary, adjustments are made to the financial statements of subsidiaries to bring their accounting policies into line with the Company’s accounting policies.

All intragroup assets and liabilities, equity, income, expenses and cash flows relating to transactions between members of the Company are eliminated in full on consolidation. Unrealized gains arising from transactions with equity accounted investees are eliminated against the investment to the extent of the Group’s interest in the investee. Unrealized losses are eliminated in the same way as unrealized gains, but only to the extent that there is no evidence of impairment.

Application of new and revised International Financing Reporting Standards (“IFRSs” or “ IAS”) and interpretations that are mandatorily effective for the current year

In the current year, the Company has applied a number of amendments to IFRSs and new Interpretation issued by the International Accounting Standards Board (IASB) that are mandatorily effective for an accounting period that begins on or after January 1, 2017.

The Company has applied the amendments to IFRS 12 included in the Annual Improvements to IFRS Standards 2014 – 2016 Cycle.

IFRS 12 states that a Company is not required to provide summarized financial information for interests in subsidiaries, associates or joint ventures that are classified (or included in a disposal group that is classified) as held for sale. The amendments clarify that this is the only concession from the disclosure requirements of IFRS 12 for such interests.

The application of this amendment has no effect on the Company’s consolidated financial statements, as none of the Company’s interests in entities are classified, or included in a disposal group that is classified, as held for sale.

The amendments require a Company to provide disclosures that enable users of financial statements to evaluate changes in liabilities arising from financing activities, including both cash and non-cash changes.

The Company´s liabilities arising from financing activities consist of loans and issuance of debt certificates (note 17). The application of this amendment have had no impact on the Company´s consolidated financial statements.

The amendments clarify how a Company should evaluate whether there will be sufficient future taxable profits against which it can utilize a deductible temporary difference.

The application of this amendment have no impact on the Company’s consolidated financial statements as the Company already assesses the sufficiency of future taxable profits in a way that is consistent with these amendments.

The assets and liabilities of foreign operations, including the fair value of assets arising on acquisition, are translated at the exchange rates prevailing at the reporting date. Income and expenses of foreign operations are translated at the average exchange rate for the period of transactions as of December 31, 2015, 2016 and 2017, which are as follows: 18.6568 1.1066

In addition to the estimates, the Company makes critical judgments in applying its accounting policies, which have a material effect on the amounts recognized in the financial statements. Management believes that the decisions made are the most reasonable based on information available, on the judgments made and the way it manages the operation of the Company. Critical judgments relate to the following:

Accounting for the Concession – Management believes it has carried out a comprehensive implementation of the standards applicable to the accounting treatment of its concessions in Mexico and Jamaica and it determined that, among others, International Financial Reporting Interpretation (IFRIC) 12 Service Concession Arrangements is applicable to the Company. The Company treats its investments related to improvements and upgrades to be performed in connection with the MDP under the intangible asset model established by IFRIC 12 and does not recognize a provision for maintenance, as all investments required by the MDP, regardless of their nature, directly increase the Maximum Tariff per traffic unit (MT). Accordingly, all amounts invested under the MDP have a direct correlation to the amount of fees the Company will be able to charge each passenger or cargo service provider, and thus, a direct correlation to the amount of revenues the Company will be able to generate. As result, management defines all expenditures associated with investments required by the MDP as revenue generating activities given that they ultimately provide future benefits, whereby subsequent improvements and upgrades made to the concession are recognized as intangible assets based on the principles of IFRIC 12. Additionally, compliance with the committed investments per the MDP is mandatory, as well as the fulfillment of the MT and therefore, in case of default in any of these obligations (MDP or MT), the Company could be subject to sanctions and even its concession could be revoked. To determine the amortization period of the intangible associated with the improvements and upgrades made to comply with the MDP, the Company focuses on the period over which they will generate future economic benefits or the concession term, whichever is less.

The consolidated financial statements comply with IFRS as issued by the IASB. Its preparation requires management to make certain estimates and use certain assumptions that affect certain items of the consolidated financial statements and their related disclosures required therein. However, actual results could differ from those estimates. The Company's management, upon applying professional judgment, considers that estimates and assumptions used were adequate under the circumstances (Note 2.g). The significant accounting policies of the Company are as follows:

Financial assets – Financial assets are recognized when the Company becomes a contractual party to the terms of the related instruments.

Financial assets are initially measured at fair value. Transaction costs that are directly attributable to the acquisition or issuance of financial assets (other than financial assets at fair value through profit or loss) are added to or deducted from the fair value of the financial assets, as appropriate, on initial recognition. Transaction costs directly attributable to the acquisition of financial assets at fair are recognized immediately in profit or loss.

The Company’s financial assets are classified into the following specified categories: i) financial assets at fair value through profit or loss (FVTPL) and ii) accounts receivable. The classification depends on the nature and purpose of the financial assets and is determined at the time of initial recognition. All regular way purchases or sales of financial assets are recognized and derecognized on a trade date basis. Regular way of purchases or sales, are purchases or sales of financial assets that require delivery of assets within the time frame established by regulation or convention in the marketplace.

Financial assets at FVTPL are stated at fair value, with any gain or loss arising on remeasurement is recognized in profit or loss. The net gain or loss recognized in profit or loss includes any dividend or interest earned from the financial asset and is included in the finance income in the consolidated statements of profit or loss and other comprehensive income. Fair value is determined in the manner described in Note 5.

The effective interest rate is the rate that discounts the estimated future cash receipts, (including all professional fees and basis points paid or received that are part of the effective interest rate, transaction costs and other premiums or discounts), for the expected life of the instrument, or when is appropriate a shorter period, to the net carrying amount at initial recognition.

The Company derecognizes a financial asset when the contractual rights to the cash flows from the asset expire, or when it transfers the financial asset and substantially all the risks and rewards of ownership of the asset to another party. If the Company neither transfers nor retains substantially all the risks and rewards of ownership and continues to control the transferred asset, the Company recognizes its retained interest in the asset and an associated liability for amounts it may have to pay. If the Company retains substantially all the risks and rewards of ownership of a transferred financial asset, the Company continues to recognize the financial asset and also recognizes a collateralized borrowing for the proceeds received.

On derecognition of a financial asset in its entirety, the difference between the asset’s carrying amount and the sum of the consideration received and receivable and the cumulative gain or loss that had been recognized in other comprehensive income and accumulated in equity is recognized in profit or loss.

On derecognition of a financial asset other than in its entirety (e.g. when the Company retains an option to repurchase part of a transferred asset), the Company allocates the previous carrying amount of the financial asset between the part it continues to recognize under continuing involvement, and the part it no longer recognizes on the basis of the relative fair values of those parts on the date of the transfer. The difference between the carrying amount allocated to the part that is no longer recognized and the sum of the consideration received for the part no longer recognized and any cumulative gain or loss allocated to it that had been recognized in other comprehensive income is recognized in profit or loss.

Financial liabilities and equity instruments – Financial liabilities are recognized when the Company becomes a contractual party to the terms of the related instruments.

Financial liabilities are initially measured at fair value. Transaction costs that are directly attributable to the acquisition or issue of the financial liabilities (other than financial liabilities at fair value through profit or loss) are added to or deducted from the fair value of the financial liabilities, as appropriate, on its initial recognition. Transaction costs directly attributable to the acquisition of financial liabilities at fair value through profit or loss are recognized immediately in profit or loss.

Debt and equity instruments are classified as either financial liabilities or as equity in accordance with the substance of the contractual arrangements.

Repurchase of the Company’s common stock is recognized and deducted directly in equity. No gain or loss is recognized in profit or loss at the purchase, sale, issue or cancellation of the Company’s own equity instruments.

Financial liabilities are classified as financial liabilities at FVTPL or as other financial liabilities. At the date of the financial statements, the Company does not have liabilities at FVTPL.

Other financial liabilities (including borrowings and trade accounts payable) are subsequently measured at amortized cost, using the effective interest rate method.

The effective interest rate method is a method of calculating the amortized cost of a financial liability and of allocating interest expense over the relevant period. The effective interest rate is the rate that discounts estimated future cash payments exactly (or as appropriate in a short term) with the net book value on its initial recognition.

The Company derecognizes financial liabilities when, and only when, the Company’s obligations are discharged, cancelled or they expire. The difference between the carrying amount of the financial liability derecognized and the amount paid and payable is recognized in profit or loss.

Even when the Company has the right, in certain cases, for a compensation of financial assets and liabilities, as of the date of this consolidated financial statements, the Company does not have the intention of compensate a liability with an asset, nor expect in a short term may require it. Therefore, deposits received in guarantee are presented separately from accounts receivable.

When significant parts of an asset of machinery, equipment and improvements to leased buildings have different useful lives, they are accounted for separately as a component of the asset.

Gains and losses from sales or retirements of machinery, equipment and improvements to leased buildings are determined comparing the proceeds from the sale or retirement against net amount of machinery, equipment and improvements to leased buildings and are recognized net in other income in the consolidated statement of profit and loss and other comprehensive income.

The estimated useful lives for the current period and comparative period are as follows:

The amortization method and useful lives are reviewed at each year end date and adjusted prospectively if necessary.

An impairment loss on financial assets carried at amortized cost is calculated as the difference between the asset's carrying amount and the present value of estimated future cash flows, discounted at the original effective interest rate. Losses are recognized in consolidated statements of profit or loss and other comprehensive income and are reflected in the allowance for doubtful accounts included in cost of services in the “other” category. When a subsequent event causes the amount of impairment loss to reverse, such amount is recognized in consolidated statements of profit or loss and other comprehensive income on a prospective basis and cannot exceed the amount of the impairment previously recognized.

Individually significant financial assets are tested individually for impairment. The remaining financial assets are assessed in groups of similar credit risk characteristics.

For financial assets that are carried at cost, the amount of the impairment loss is measured as the difference between the asset’s carrying amount and the present value of the estimated future cash flows discounted at the current market rate of return for a similar financial asset. Such impairment loss will not be reversed in subsequent periods.

All impairment losses are recognized in the consolidated statement of profit and loss and other comprehensive income.

A reversal of an impairment loss occurs only if it can be associated objectively to an event that occurred after the date the loss was recognized.

The recoverable amount of an asset or cash-generating unit is the higher of asset value in use and net selling price. To determine the asset’s value in use, the estimated future cash flows are discounted to present value using an appropriate discount rate before tax that reflects current market conditions in relation to the time value of money and the risks specific to the asset. For purposes of assessing impairment, assets are grouped at the lowest levels for which there are separately identifiable cash flows (cash-generating unit or CGU). An impairment loss is recognized immediately in profit and loss.

The individual airports of the Company in Mexico cannot be considered as separate cash-generating units, as the bidding process, in which it decided to sell up to 15% of the shares representing the capital stock of the holding company Shares of the companies that received for the concession made by the Mexican Federal Government included the package of twelve airports, and therefore the Company is required to operate and maintain all 12 airports independently of the results they generate individually. Considering the above, if there are indicators of impairment exist, the Company performs an impairment assessment on a consolidated basis with Mexican companies. Moreover, the value of the assets of MBJA are individually valued at the end of each period to determine whether there are indications of impairment to be a single separate cash-generating units.

When an impairment loss subsequently reverses, the carrying amount of the asset (or cash-generating unit) is increased to the revised estimated recoverable amount, so that the increased carrying amount does not exceed the carrying amount that would have been determined (net of depreciation) had an impairment loss not been recognized for the asset (or CGU) in prior years. A reversal of an impairment loss is recognized immediately in profit and loss, unless the relevant asset is recognized on a revalued amount, in which case the reversal of the impairment loss is treated as a revaluation increase.

For purposes of assessing impairment, goodwill is allocated to each single separate CGU of the company, which is expected to be benefited from the synergies of the combination.

The single separate CGU to which goodwill has been allocated are tested for impairment annually or more frequently when there are indications that the CGU may be impaired. If the recoverable amount of a CGU is less than its carrying amount, the impairment loss is allocated first to reduce the carrying amount of any goodwill allocated to the CGU and then to the other assets of the CGU pro rata basis and based on the book value of each asset within the CGU. Any impairment loss of goodwill is recognized directly in profit and loss. An impairment loss recognized in goodwill is not reversed in subsequent periods.

Significant influence is the power to participate in decisions about the financial and operating policies of the entity in which it is investee, but does not imply joint control or control over those policies.

The Company discontinues the use of the equity method from the date when the investment ceases to be an associate, or when the investment is classified as held for sale.

When the Company transacts with an associate of the Company, profits and losses resulting from the transactions with the associate are recognized in the Company’s consolidated financial statements only to the extent of interests in the associate that are not related to the Company.

Derivatives are initially recognized at fair value at the date the derivative contract are entered into and subsequently valued at fair value at the end of each reporting period. The gain or loss is recognized in profit or loss and other comprehensive income immediately, unless the derivative is designated as a hedging instrument and is considered to be effective. The timing of the recognition of the hedging instrument in earnings will depend on the nature of the hedge.

The Company may designate certain instruments as hedges for accounting purposes if at inception of the hedge, the Company documents the relationship between the hedging instrument and the hedged item, as well as the risk management and management strategy objectives for undertaking various hedging transactions. Additionally, at the inception of the hedge and on an ongoing basis, the Company documents whether the hedging instrument is highly effective in offsetting the exposure to changes in fair value or changes in cash flows of the hedged item.

Hedge accounting is discontinued when the Company revokes the hedging relationship, when the hedging instrument expires or is sold, terminated, or exercised, or when it fails to meet the criteria for hedge accounting. Any cumulative gain or loss on the hedging instrument that has been recognized in equity remains in equity until the forecasted transaction is ultimately recognized in profit or loss. When management no longer expects the forecasted transaction to occur, the gain or loss accumulated in equity is recognized immediately in profit or loss.

At the acquisition date, the identifiable assets acquired and the liabilities assumed are recognized at their fair value, except that:

Goodwill is measured as the excess of the sum of the consideration transferred, the amount of any non-controlling interests in the acquiree, and the fair value of the acquirer’s previously held equity interest in the acquire (if any) over the net of the acquisition-date amounts of the identifiable assets acquired and the liabilities assumed. If, after reassessment, the net of the acquisition-date amounts of the identifiable assets acquired and liabilities assumed exceeds the sum of the consideration transferred, the amount of any non-controlling interests in the acquiree and the fair value of the acquirer’s previously held interest in the acquiree (if any), the excess is recognized immediately in profit or loss as a bargain purchase gain.

Non-controlling interests that are present ownership interests and entitle their holders to a proportionate share of the entity’s net assets in the event of liquidation may be initially measured either at fair value or at the non-controlling interests’ proportionate share of the recognized amounts of the acquiree’s identifiable net assets. The choice of measurement basis is made on a transaction-by-transaction basis.

When the consideration transferred by the Company in a business combination includes assets or liabilities resulting from a contingent consideration arrangement, the contingent consideration is measured at its acquisition-date fair value and included as part of the consideration transferred in a business combination. Changes in the fair value of the contingent consideration that qualify as measurement period adjustments are adjusted retrospectively, with corresponding adjustments against goodwill. Measurement period adjustments are adjustments that arise from additional information obtained during the ‘measurement period’ (which cannot exceed one year from the acquisition date) about facts and circumstances that existed at the acquisition date.

The subsequent accounting for changes in the fair value of the contingent consideration that do not qualify as measurement period adjustments depends on how the contingent consideration is classified. Contingent consideration that is classified as equity is not remeasured at subsequent reporting dates and its subsequent settlement is accounted for within equity. Contingent consideration that is classified as an asset or a liability is remeasured at subsequent reporting dates in accordance with IAS 39, or IAS 37 Provisions, Contingent Liabilities and Contingent Assets, as appropriate, with the corresponding gain or loss being recognized in profit or loss.

Transaction costs, different from those associated with the issuance of debt or capital, incurred by the Company in connection with a business combination are expensed as incurred.

The amount recognized as a provision is the best estimate of the consideration required to settle the present obligation at the end of the reporting period, taking into account the risks and uncertainties surrounding the obligation. When a provision is measured using the cash flows estimated to settle the present obligation, its carrying amount is the present value of those cash flows.

When some or all of the economic benefits required to settle a provision are expected to be recovered from a third party, an account receivable is recognized as an asset if it is virtually certain that reimbursement will be received and the amount of the receivable can be measured reliably.

Provisions are classified as current or noncurrent based on the period of time estimated to meet the obligations covered.

A contingent liability is a possible obligation that arises from a past event and whose existence will be confirmed only by the occurrence or non-occurrence of one or more uncertain events not wholly within the control of the Company, or a present obligation that arises from a past event but 1) it is not probable that an outflow of resources embodying economic benefits will be required to settle the obligation, or 2) the amount of the obligation cannot be measured with sufficient reliability. A contingent liability is not recognized in the financial statements, but rather is disclosed unless the probability of an outflow of resources embodying economic benefits is remote.

Beginning in 2016 the remeasurements of the defined benefit liability, which includes actuarial gains and losses, the performance of the plan assets (excluding interest) and the effect of the asset ceiling, are recognized immediately in other comprehensive income. The Company has determined the net interest income for the defined benefit liability net of the period applying the discount rate used to measure the defined benefit obligation at the beginning of the annual period to the net defined benefit liability (asset), considering any change in the liability (asset) for net defined benefit during the period as a result of contributions and benefits payments. Net interest expense and other expenses related to defined benefit plans are recognized in profit and loss in the year.

The past service cost is recognized in the profit or loss in the year of the plan amendment. Interest is calculated using the discount rate at the beginning of the period the balance of the defined benefit obligation. Defined benefit costs are classified as follows:

The Company present the first two components of defined benefit cost as an expense in cost of services. The reduction and early liquidation of obligations are recognized as past service costs.

Contributions to benefit plans to defined contribution retirement are recognized as expenses at the time the employees render services that give them the right to contributions.

Remeasurements of the net defined benefit liability, which comprise actuarial gains and losses, the return on plan assets (excluding interest) and the effect of the asset ceiling (if any, excluding interest), are recognized immediately in Other Comprehensive Income.

When the benefits of a plan are changed or when a plan is curtailed, the resulting change in benefit that relates to past service or the gain or loss on curtailment is recognized immediately in profit or loss. The Company recognizes gains and losses on the settlement of a defined benefit plan when the settlement occurs.

Any liability for compensation is recognized when the Company can no longer withdraw the offer of compensation and / or when the Company recognizes related restructuring costs.

Commercial space within the terminals is leased through operating lease agreements, based on either a monthly fixed rent or a charge based on the higher of a minimum monthly rent or a percentage of the lessee’s monthly revenues. Rental income from the Company’s leases is recognized on a straight-line basis over the term of the relevant lease.

The amount of revenues for these services are equal to the amount of costs incurred, as the Company does not obtain any profit margin for these construction services. The amounts paid are set at market value.

Monetary assets and liabilities denominated in foreign currencies at the reporting date are translated to the functional currency at the exchange rates prevailing at the date of the financial statements. Exchange fluctuations are recorded in results of the period within the financial costs and presented as exchange gain or loss, on a net basis in the consolidated or profit or loss and other comprehensive income.

Non-monetary items that are valued at historical cost in a foreign currency are converted at the exchange rate at the date of the transaction.

The differences associated with foreign currency translation of foreign operations to the presentation currency (pesos) are recognized in other comprehensive income and presented in the foreign currency translation reserve in equity.

Current tax expense is the tax payable determined for the year, using tax rates enacted or substantially enacted at the reporting date, plus any adjustment to tax payable in respect of previous years. Taxable income differs from income before income taxes reported in the consolidated statements of comprehensive income because there are items of income or expense that are taxable or deductible in other years and items that will never be taxable or deductible.

Deferred income tax is calculated by applying the statutory rate for temporary differences, resulting from comparing the accounting and tax assets and liabilities, and when applicable, the benefits from tax loss carryforwards and certain tax credits, such as the Tax on Assets (IMPAC) paid in previous years and expected to be recovered in future periods in accordance with the rules established in the tax laws, to the extent that it is probable the existence of future taxable profit that can be applied against such tax benefits. Deferred tax assets are reviewed at each reporting date and are reduced to the extent that it is no longer probable that the tax benefit can be recognized.

The rates applied to determine the deferred tax are those that correspond to the year in which it is expected the reversal of the temporary difference.

Interest costs comprise interest costs of loans net of interest cost capitalized on qualifying assets, changes in the market value of financial assets at FVTPL, losses on hedging instruments that are recognized in the consolidated statement of comprehensive income, interest paid to the tax authorities, among other items. Borrowing costs that are not directly attributable to the acquisition, construction or production of a qualifying asset are recognized in the consolidated statement of comprehensive income, using the effective interest method.

The Board of Directors of the Company at an extraordinary meeting held on March 18, 2015, approved the participation in bidding for the acquisition of DCA, leaving the Operating Committee and three independent members of the Board of Directors the authority to determine the acquisition price and conditions to offer in the bidding. The Board of Directors also granted special powers of attorney to the Chief Executive Officer, Chief Financial Officer and the General Counsel to sign all contracts related to the transaction and the ability to obtain bank or debt securities to finance the entire acquisition.

On April 17, 2015, the Company reached an agreement with the Spanish company Abertis for the acquisition of the entire stake in the Spanish company DCA for a price of USD$192.0 million. The transaction closed on April 20, 2015. The contract establishes that the date for determining the purchase price was January 1, 2015, so all the rights and obligations of these companies were identified on that date.

DCA also has a MBJA the 74.5% and 14.77% stake in SCL. The acquisition qualifies as a business combination in accordance with IFRS 3.

MBJA operates the Sangster International airport in Montego Bay in Jamaica, who has concession with the government that ends on April 12, 2033. The airport is located right in the center of the tourist corridor from Negril to Ocho Rios, which concentrates 90% the hotel capacity of the island according to information published by the Jamaican Tourist Board. In 2014 the airport served a total of 3.6 million passengers, 99.0% were international, of which 66% had as their origin the United States, 20% from Canada, 1% from Europe and 2% from the Caribbean and others regions.

SCL was the operator of the International Airport of Santiago de Chile until September 30, 2015. On that date SCL was handed over to the airport authority in that country and the new operator. Although it no longer has operations in accordance with the concession agreement, SCL must remain in effect for one year after the transfer of the concession in order to address any potential contingencies that arise. After that first year, SCL will remain in force for two years before dissolutions in accordance with tax regulations in Chile.

As part of the analysis performed to determine the acquisition date of DCA, the Company concluded that the date it acquired control over was April 20, 2015. Therefore, for all practical purposes the beginning of the consolidation was defined as of April 1, 2015 so, the consolidated statement of income and other comprehensive income for the year ended December 31, 2015 the Company comprises the results of DCA from that date. The Company consolidated only the last nine months of the DCA exercise.

The Company finalized in 2015 the determination of the fair value of assets acquired and liabilities assumed in the acquisition of DCA and MBJA and their recognition for accounting purposes.

The income approach was used to quantify the fair value of the concession, which is based on cash generation expected by the asset during its remaining useful life (concession term). This approach assumes that the income from the asset determines its value. As a first step, it requires the development of projected cash flows, continuing with the determination of the present value of these cash flows to calculate the terminal value, which is a representation of the defined period in which the asset will continue to generate revenue.

The cost and market approach was used to determine the fair values of property, plant and equipment and improvements to concession assets, which estimates the fair value by determining the current replacement cost of one asset for another of equal value. The replacement cost of an asset reflects the estimated cost of rebuilding or replacement of assets, less an allowance for loss in value due to depreciation. The market approach is based on the price in a different observable market participants have paid for similar and comparable assets for the determination of fair value.

Following are the details of the fair value the identifiable assets acquired and liabilities assumed at April 1, 2015.

In determining the fair value of DCA, a deferred tax liability of Ps. 678,792 was recognized.

During the process of the acquisition of DCA there was no contingent consideration.

In the valuation process it was determined that the values of cash equivalents, accounts receivable, other current assets, accounts payable, financial liabilities, other current liabilities and other noncurrent liabilities recorded in DCA approximate their fair value at the date of acquisition.

The non-controlling interest (25.5% in MBJA) recognized at the date of acquisition of DCA was valued by reference to the fair value of the net assets acquired and amounted to Ps. 852,825.

The bargain purchase gain was due to a strategy implemented by the Company as part of its financial analysis to determine the most appropriate acquisition price, which was compared to the expected cash flows of the business that resulted in the fair value of the net assets acquired being greater than the price paid. After reviewing if it had appropriately identified and valued all the assets acquired and liabilities assumed, a bargain purchase gain was recognized in profit or loss for the year ended December 31, 2015. This bargain purchase gain is also reflected in 2015 income from operations in the other companies reportable segment (See notes 26 and 30)

Following is the pro forma consolidated statement of profit or loss and other comprehensive income to present the revenues and income of the combined entity as if the acquisition had occurred on January 1, 2015. In addition to provide analysts and investors a better understanding of the acquisition, the condensed consolidated statement of profit or loss and other comprehensive income of the Company for the year 2014, was presented for comparative purposes.

It is important to consider that the dividends to be paid in the future by MBJA to DCA shall include the results for the full year 2015 and its retained earnings at December 31, 2014.

The Company’s consolidated result of the year ended December 31, 2015 from DCA include revenues of Ps. 995,707 and profits of Ps. 308,323.

The Company is exposed to the following risks from the use of financial instruments:

This note presents information about the Company’s exposure to each of the above risks, the objectives, policies and processes of measuring and risk management of the Company. In different sections of these consolidated financial statements, the Company has included additional in-depth disclosures.

At December 31, 2015, 2016 and 2017, financial instruments held by the Company are comprised of the following:

Financial risk management objectives – The Board of Directors is responsible for developing and monitoring the Company’s risk management policies.

The Company’s risk management policies are established to identify and analyze potential risks, to set appropriate limits and controls, to monitor such risk on an ongoing basis. Policies and risk management systems are reviewed regularly to reflect changes in market conditions and the Company’s activities. The Company, through its training and management standards and procedures, aims to develop an environment of disciplined and constructive control in which all employees understand their roles and obligations.

The Audit Committee of the Company supervises how management monitors compliance with policies, procedures and reviews risks that is appropriate to the risk management framework in relation to the risks faced by the Company. The Audit Committee is supported in its oversight role by the Company's Internal Audit Function. Internal Audit performs routine and special reviews of controls and risk management procedures, and reports its results directly to the Audit Committee.

Credit risk – Credit risk refers to the risk that a counterparty will default on its contractual obligations resulting in financial loss to the Company and arises primarily for trade accounts receivable and the Company’s investments, including investment funds and derivative financial instruments.

The Company has a credit policy under which each new customer is analyzed individually for creditworthiness before offering the standard terms and conditions of payment and delivery of the services provided by the Company. The review of the Company includes external ratings, when they are available, and in some cases bank references. Every customer has established credit limits, which must be approved by the Company's management and are reviewed periodically.

The Company has entered into agreements with all its airline customers to collect the TUA in Mexico, by who receive the payment for the use of the airport services on behalf of the airports. According to these agreements, each customer airline could have a grace period of up to a maximum of 60 days to reimburse to the airport the TUA paid by passengers. If an airline customer needed a credit term of up to 60 days, it must provide a guarantee to the airport covering this period, bond or cash equivalent of 30 days more than the estimated consumption for the credit period requested by that airline. In the case of insolvency of any airline or a notice by the authorities on suspension of operations, the Company may recover the pending amounts regarding TUA up to the value of the guarantee. In order to mitigate credit risk with its customers, mainly TUA, airlines have granted cash guaranties, which are reported as deposits received, in the consolidated statements of financial position, in addition to the cash guaranties of other commercial customers. At December 31, 2015, 2016 and 2017, the Company has customer deposits received in guarantee of Ps. 725,437, Ps. 936,828, and Ps. 1,082,537, respectively. These deposits are considered long-term based on the duration of the contracts signed with these airlines and the expectation that they will maintain long-term operations at the Company’s airports.

When reviewing credit risk, management groups the Company’s clients according to their credit characteristics that include whether the customer is an individual or a corporation, if they are airline customers, commercial customers, age and the existence of previous financial difficulties.

The Company systematically and periodically reviews the aging and collection of trade accounts receivable, and recognizes an allowance for doubtful accounts when it has evidence that it is probable these accounts will not be recovered (Note 7).

Liquidity Risk – The risk of liquidity represents the possibility that the Company will have difficulty to fulfill its obligations related with its financial liabilities that will be paid in cash or another financial asset. The Company focuses its liquidity management to ensure, as much as possible, that it will have sufficient liquidity to comply with its obligations at their maturity date, both in normal and in extraordinary conditions, without incurring in unacceptable losses or risking the reputation of the Company.

The Company utilizes its budget, prepared at a cost center level, to allocate resources to render its services, which helps to monitor cash flow requirements and to optimize the performance of its investments. Generally, the Company ensures availability of sufficient cash flows to cover operating expenses for a period of 60 days, including payment of its financial debt; this excludes the possible impact of extreme circumstances that are not reasonably predictable, such as natural disasters. The Company has external financing as described in Note 17 for compliance of its obligations under the MDP, whereas for other obligations it uses cash flows from operating activities and resources received at the maturity of its financial investments. As of December 31, 2015 and 2016, the Company does not have any unused lines of credit. As of December 31, 2017, the Company has credit lines for USD$40 million.

Following is a table with a summary of the Company’s contractual maturities for its financial liabilities, including the interest to be paid, as of December 31, 2015, 2016 and 2017:

The interest payable from loans with variable interest rates was determined based on projected interest rates, plus the basis point adjustment corresponding to each bank loan.

The Company has bank loans, which include, among other obligations, restrictions that limit the destination of the resources, in addition to maintaining some financial ratios.

Market risk – Is the risk that changes in market prices, such as exchange rates, interest rates and prices of equity instruments, may affect the amount of the Company’s financial instruments. The Company’s market risk management objectives include controlling the risk exposures between acceptable parameters, while optimizing profits.

The Company in certain cases enters into derivatives instrument contracts to manage market risks. These transactions are in-line within the policies established by management. The Company also applies hedge accounting to minimize the volatility in profit or loss associated with certain financial instruments.

In Mexico, the tariffs to be charged to international passengers and international flights are published in the Official Journal (Diario Oficial de la Federación) in USD, however, in accordance with Mexican law these tariffs are billed and collected in Mexican pesos. A significant depreciation of the peso during the last two months in each year could lead to an increase in aeronautical revenues that could lead to exceed the maximum tariff per traffic unit allowed, which may be a breach of compliance with the Concession’s maximum rates of each airport. If a significant appreciation of the peso occurs, the Company may be required to provide discounts to avoid exceeding the maximum tariffs. On the other hand, a significant appreciation of the peso could lead to our rates substantially decreasing. The Company has no way to recover the lost revenue if it charges less than the maximum rate as a result of a significant appreciation of the peso.

In MBJ, the tariffs to be charged to domestic and international passengers in USD, which they are composed for a fixed amount for 12 months (from April to March), and then updated for inflation in the United States. In April 2015, the new tariffs approved by the Airport Authority of Jamaica (AAJ) in November 2014 came into effect, where the increase in the rate for international passengers was USD$8.50 to USD$19.34 per person and domestic passengers tariffs remained of at USD$5.52 per person. Therefore, the Company’s revenues would not be exposed to a possible devaluation or appreciation of the Jamaican dollar against the US dollar.

While the Company can ensure that it does not exceed the maximum rates in Mexico as mentioned above, the depreciation of the Mexican peso can have a positive effect on commercial revenues and aeronautical revenues, while that appreciation of Mexican peso generally has a negative effect. The rates applied to international passengers, international flights and some of our commercial contracts are denominated in USD and are billed and collected in Mexican pesos translated at the average exchange rate of the previous month. Therefore, the depreciation of the peso against the dollar results in the Company obtaining more USD than before the depreciation, while the appreciation of the peso against the USD results in the Company obtaining less Mexican pesos. As the Mexican peso appreciates against the USD, the Company obtains fewer pesos which could result in a decreased in profit, especially if the appreciation continues or exceeds historical levels. In addition, although most of our operating costs are denominated in pesos, we cannot predict whether our cost of services will increase as a consequence of the depreciation of the peso, or as a result of other factors.

In MBJA, expenses are comprised 60% in USD, with the rest payable in Jamaican dollars. An appreciation of the Jamaican dollar would therefore increase expenses in USD terms.

Following is a sensitivity analysis of the Company financial assets and liabilities denominated in USD, if the peso were to depreciate or appreciate by 10%, which is the amount management considers reasonably possible of occurring at year end:

Interest rate risk – The Company is exposed to fluctuation in interest rates on financial instruments, such as investments, loans and debt issuances. The Company monitors its interest rate risk and when bank loans are entered into with variable interest rates, it determines whether it should enter into derivative financial instruments, such as caps and swaps in order to reduce its exposure to the risk of volatility in interest rates. The negotiation with derivative financial instruments is only entered into with institutions of high repute and credit rating. The Company does not enter into operations for speculative purposes.

Fluctuations in interest rates impact primarily loans, changing either their fair value (fixed rate debt) or their future cash flows (variable rate debt). Management does not have a formal policy to determine how much exposure the Company should have to fixed or variable rates. However, when getting new loans, management uses its judgment to decide if it believes that a fixed or variable rate would be more favorable during the term of the loan.

The following sensitivity analysis has been determined based on the exposure to interest rates for both derivatives and non-derivative financial instruments at the end of the reporting period. For loans with variable interest rates, an analysis is prepared assuming the amount of liability outstanding at the end of the reporting period under review has been the current liability for the year. The sensitivity analysis used assumes an increase or decrease of 100 basis points, which is the change management considers reasonably possible of occurring at year end.

The Company has financial debt denominated in pesos and U.S. dollars, which accrues interest at a variable rate based on TIIE 28-days, LIBOR 30-days in Mexico and LIBOR in MBJA, respectively. If the date of year end 2017, variable interest rates to which the Company is exposed had been 100 basis points (higher) or lower than the interest rate at year-end with the other variables remaining constant, the effect on net income and shareholders’ equity for the years ended December 31, 2015, 2016 and 2017 would be as follows:

In 2016, the Company contracted hedges of derivative financial instrument interest rate caps (CAPs), whereby it agreed to exchange the difference between the amounts of the variable interest rate calculated over the principal amounts of the hedged items associated with its variable rate debt instruments. These contracts allow the Company to hedge the cash flow exposures on debt contracted at variable interest rates. The fair value at the end of the period of the interest rate CAP is determine at fair value.

On May 2, 2017, the Company contracted HSBC México, S.A. (HSBC) for a derivative financial transaction by exchange of interest rates (swap) in order to hedge the risk of increasing the TIIE rate for the tranche of GAP 17 debt securities. The contract has a value of Ps. 1.5 billion that accrues interest at a rate of 7.21% at maturity.

Capital Management – The policy of the Board of Directors of the Company is to maintain a strong capital position to provide confidence to its investors, creditors, and the market and to sustain future development of the business. The Board of Directors monitors the return on equity, which the Company defines as result from net profit divided by total shareholders' equity.

The Board of Directors seeks to maintain the optimal balance for the ratio between total liabilities and shareholders' equity, which may result from increased levels of bank loans up to the financial structure that it deems optimal, therefore, management seeks authorization from the Board of Directors for any additional debt issuances or for the prepayment of debt. While total liabilities grow in relation to equity and net profit continues to increase, the Company will generate higher returns on capital. The Company has no obligation to maintain a ratio of equity to total liabilities in particular.

Following is the ratio of shareholders’ equity to total liabilities of the Company at the end of the reporting period:

The Company may elect to repurchase its own shares in the stock market, under the following terms and conditions:

Repurchased shares are not subject to vote at the Company’s Shareholders Meeting, do not provide rights or economic benefits and are also not considered when determining a quorum to vote.

During the year, there was no change in the Company’s capital management policy. The Company is not subject to externally equity requirements, except for those corresponding to the minimum common stock required by Mexican Companies Law ( Ley General de Sociedades Mercantiles).

Fair value of the financial instruments – Except for loans and debt securities, management believes the carrying amounts of financial assets and financial liabilities, recognized at amortized cost in the financial statements, approximate their fair value due to their short-term maturities.

As of December 31, 2015, 2016 and 2017, the fair value of financial liabilities recognized at amortized cost was Ps. 6,568,634, Ps. 9,841,498 and Ps. 13,269,232, respectively, while their book value is Ps. 6,550,465, Ps. 9,789,511 and Ps. 13,339,426, respectively. The fair value of loans are determined in accordance with generally accepted pricing models based on discounted cash flow analysis determined in accordance by Level 1 of FVTPL.

Financial instruments recognized at fair value, are categorized according to the fair value hierarchy into levels 1 to 3 based on the degree to which their fair value is objectively observable, are:

As of December 31, 2015, 2016 and 2017, the balances are comprised of the following:

On December 20, 2016 the Company established four trusts for investment and administration with Banco Interacciones, S.A. Institución de Banca Múltiple, Grupo Financiero Interacciones (Interacciones), who acts as a trustee, while the airports of the Company are trustors and beneficiaries. The trusts are controlled by a Technical Committee consisting solely of executives of the Company. These trusts are revocable and only can be used to pay the execution of the MDP in the Guadalajara airport, Hermosillo airport, Puerto Vallarta airport and Los Cabos airport. During 2017, the investments were made and paid in Hermosillo airport, Puerto Vallarta airport and Los Cabos airport, while the Guadalajara airport trust has a remaining balance of Ps. 106,305, including the contributed funds and interest earned.

On December 29, 2017, the Company signed an agreement with Interacciones for the expansion of the trusts with Guadalajara airport for Ps. 118,563, Puerto Vallarta airport Ps. 17,423 and Los Cabos airport for Ps. 15,620, such amounts include the contributed funds and interest earned. The resources should be invested in government securities denominated in local currency or bonds guaranteed by the Mexican Government, as instructed by the Company, and should be immediately available. The length of the trust is for the period in which the contracts with the airports are in force. The Company expects these contracts to be completed during 2018. Consequently, the cash held in these trusts are classified as current assets.

As of December 31, 2015, 2016 and 2017, trade accounts receivable are comprised of the following:

Accounts receivable include balances to be reimbursed to the Company by domestic and international airlines for passenger charges fees (TUA) of Ps. 170,541, Ps 414,655 and Ps. 644,142 as of December 31, 2015, 2016 and 2017, respectively. Passenger charges are payable for each passenger (other than diplomats, infants, transfer and transit passengers) departing from the airport terminals operated by the Company and are collected by the airlines and subsequently remitted to the Company.

The movements for bad debt expense in the allowance for doubtful accounts are recognized under cost of services in the consolidated statement of profit or loss and other comprehensive income.

The allowance for doubtful accounts is comprised of customer balances that are in litigation or bankruptcy process and legal proceedings, which at the date of the consolidated financial statements are not yet completed. As of December 31, 2015, 2016 and 2017 these balances amounted to Ps. 110,442, Ps. 9,876 and Ps.12,412, respectively. The allowance also includes customer balances in arrears in their payments and that are in a process of regularization; therefore they have not been sued. At December 31, 2015, 2016 and 2017 the amount of these balances amounted to Ps.25,973, Ps. 20,747 and Ps.19,115, respectively. During, 2015, 2016 and 2017, the Company recognized reversals of bad debt of the balances that were in a legal process with an unfavorable outcome for the Company. The amount of these bad debt expense totaled Ps. 24,891, Ps. 14,884 and Ps. 11,100, respectively also decreasing the balance of accounts receivable. The reversal of bad debts had no effect on the operating results of the Company during 2015, 2016 and 2017. There are other cancellations of write-off for customers that were in arrears in their payments, but were paid in 2015 and 2016 for Ps. 9,905 and Ps. 105,236, respectively. In 2017, there were no such cancellations.

Following are past due balances of accounts receivable, for which there has not been a provision of allowance for doubtful accounts, according to the Company’s policy and their maturity date:

Following is the percentage of the main clients of the Company with relation to the total of the trade accounts receivable, segregating the accounts receivable of airport services (SAE) and the passengers charges (TUA) that corresponds to the amounts that airlines recover from passengers on behalf of the Company and subsequently pay:

The Company has cash, bonds and goods that guarantee certain amounts from TUA as well as accounts receivable from clients as of December 31, 2015, 2016 and 2017. These guarantees could be applied to any unpaid balance in case of a breach from clients and under certain circumstances.

As of December 31, 2015, 2016 and 2017, the machinery, equipment and improvements on leased buildings are comprised as follows:

	Balance as of January 1, 2016			Additions			Divestitures			Currency translation effect			Balance as of December 31, 2016
Investment:
Machinery and equipment	Ps.	1,907,231		Ps.	155,957		Ps.	(16,257	)	Ps.	134,374		Ps.	2,181,305
Office furniture and equipment		174,688			39,878			(14,182	)		8,292			208,676
Computer equipment		508,373			90,195			(28,346	)		26,430			596,652
Transportation equipment		36,847			4,081			(1,000	)		2,109			42,037
Communication equipment		28,528			1,904			(2,208	)		—			28,224
Improvements on leased buildings		16,473			24,985			—			—			41,458
Total investment		2,672,140			317,000			(61,993	)		171,205			3,098,352
Accumulated depreciation:
Machinery and equipment		(681,636	)		(189,241	)		15,838			(71,797	)		(926,836	)
Office furniture and equipment		(100,130	)		(10,238	)		12,330			(10,015	)		(108,053	)
Computer equipment		(293,648	)		(86,520	)		27,888			(24,753	)		(377,033	)
Transportation equipment		(23,172	)		(5,469	)		1,000			(2,733	)		(30,374	)
Communication equipment		(13,112	)		(2,879	)		1,710			—			(14,281	)
Improvements on leased buildings		(4,849	)		(6,533	)		—			—			(11,382	)
Total accumulated depreciation		(1,116,547	)		(300,880	)		58,766			(109,298	)		(1,467,959	)

Net amounts	Ps.	1,555,593		Ps.	16,120		Ps.	(3,227	)	Ps.	61,907		Ps.	1,630,393

	Balance as of January 1, 2017			Additions			Divestitures			Currency translation effect			Balance as of December 31, 2017
Investment:
Machinery and equipment	Ps.	2,181,305		Ps.	175,457		Ps.	(49,970	)	Ps.	(37,872	)	Ps.	2,268,920
Office furniture and equipment		208,676			40,958			(6,427	)		(2,309	)		240,898
Computer equipment		596,652			136,915			(12,751	)		(10,232	)		710,584
Transportation equipment		42,037			6,650			(1,220	)		(399	)		47,068
Communication equipment		28,224			2,386			(178	)		—			30,432
Improvements on leased buildings		41,458			30,140			—			—			71,598
Total investment		3,098,352			392,506			(70,546	)		(50,812	)		3,369,500
Accumulated depreciation:
Machinery and equipment		(926,836	)		(195,382	)		33,308			17,339			(1,071,571	)
Office furniture and equipment		(108,053	)		(16,363	)		5,641			1,682			(117,093	)
Computer equipment		(377,033	)		(101,207	)		11,373			7,354			(459,513	)
Transportation equipment		(30,374	)		(5,960	)		1,220			556			(34,558	)
Communication equipment		(14,281	)		(2,629	)		134			—			(16,776	)
Improvements on leased buildings		(11,382	)		(2,919	)		—			—			(14,301	)
Total accumulated depreciation		(1,467,959	)		(324,460	)		51,676			26,931			(1,713,812	)
Net amounts	Ps.	1,630,393		Ps.	68,046		Ps.	(18,870	)	Ps.	(23,881	)	Ps.	1,655,688

Additions for investment and depreciation of machinery, equipment and improvements on leased buildings in 2015 include assets acquired as of April 1, 2015 by business combination, whose fair value at the acquisition date is shown below:

During the years ended December 31, 2016 and 2017 no purchases of machinery, equipment and improvements on leased buildings by business combination took place.

As of December 31, 2015, 2016 and 2017, the net balances of machinery, equipment and improvements on leased buildings are:

The Company has several buildings under operating leasing for office use. In Notes 33, the costs and obligations under these leases are disclosed.

As of December 31, 2015, 2016 and 2017, the improvements to concession assets are comprised as follows:

Additions for investment and amortization of improvements to concession assets in 2015 include assets acquired as of April 1, 2015 by business combination, whose fair value at the acquisition date is shown below:

During the years ended December 31, 2016 and 2017 no acquisitions of improvements to concession assets by business combination took place.

At December 31, 2015, 2016 and 2017, the net amounts of improvements to concession assets are:

Improvements to concession assets are comprised by intangible assets from additions and improvements to such assets in accordance with IFRIC 12, as well as other investments that have been carried out to the infrastructure of the airports qualifying as intangible assets, and even when they are not in committed investments in the MDP.

As of December 31, 2015, 2016 and 2017, the balance of machinery, equipment, improvements on leased buildings and improvements to concession assets includes investments pending to be paid in Mexican airports of Ps. 221,151, Ps. 441,515, and Ps. 409,271, respectively. Construction in-progress relates mainly to the rehabilitation of the runway and improvements to access roads at the Bajío airport, the expansion of the terminal building at the Guadalajara airport, the expansion of the general aviation aprons and the operational areas at the Hermosillo airport, improvements to the runways and aprons and extension of the checked baggage review system at the Los Cabos airport and improvements in operational areas and improvements of the terminal building in Tijuana airport. As of December 31, 2015, 2016 and 2017, the cumulative financial cost net amount capitalized was Ps. 186,834, in each year with a capitalization rate of 4.6%, in each year. During 2015 the Company capitalized borrowing costs of Ps. 1,037, respectively. In 2016 and 2017, the Company did not capitalized borrowing cost.

As described in Note 1.a, the Mexican Government granted concessions to manage, operate and develop 12 airports, and benefit from the use of the airport facilities over a 50-year term beginning November 1, 1998. The value of airport concessions and rights to use airport facilities was determined as explained in Note 1.a, and paid by GAP through the issuance of shares to the Mexican Government.

The table below shows the values of airport concessions and rights to use airport facilities as of December 31, 2015, 2016 and 2017:

The original amortization term for the concessions is 49 years. As mentioned in Note 1.a, the concession value was assigned in August 1999, date in which the amortization term began, and will run through November 2048.

Each airport concession agreement contains the following terms and basic conditions:

The concessionaire has the right to manage, operate, maintain and use the airport facilities and carry out any construction, improvements, or maintenance of facilities in accordance with its MDP, and to provide airport, complementary and commercial services. Each concessionaire is required to make minimum investments at each airport under the terms of its MDP. The Company’s investment plans under the MDP must be updated every five years starting from 2000 and approved by the SCT. During December 2014, the SCT authorized the Company’s MDP update for the five-year period from 2015 to 2019.

As disclosed in Note 1.a, the Company acquired DCA in 2015, which holds a 74.5% stake in MBJA in 2015, located in Montego Bay, Jamaica. MBJA has a concession to operate, maintain and operate the airport for a period of 30 years as of April 12, 2003.

The amortization charge for the years ended December 31, 2015, 2016 and 2017, amounts to Ps. 400,953, Ps. 464,061 and Ps. 466,749, respectively.

The value of the rights to use airport facilities at December 31, 2015, 2016 and 2017 was as follows (only Mexican airports):

The amortization charge for the years ended December 31, 2015, and 2016 amounts to Ps. 56,699 in each year. In 2017 the amortization charge amounts to Ps. 56,700.

At December 31, 2015, 2016 and 2017 the other acquired rights correspond to payments made by the Company after the date the concessions were granted, in order to early-terminate certain long-term leases contracts that existed at that time between ASA and third-party leaseholders in Mexican airports. The rights acquired are comprised as follows:

Amortization recognized for the years ended December 31, 2015, 2016 and 2017 amounted to Ps. 16,697, in each year. These assets have a useful life until the end of the concession, as its use and operation will continue until the term expires.

The Company is subject to income taxes, according to the tax laws in Mexico, Spain and Jamaica.

Current income taxes – The income taxes rate for the Mexican entities is 30% and will continue the same for subsequent years. The tax rate for MBJA is 25% in Jamaica and will continue the same for the subsequent years, while for DCA in Spain the tax rate was 28% for 2015 and for 2016 and subsequent years will be 25%.

To determine deferred income taxes at December 31, 2015, 2016 and 2017 the Company applied the applicable tax rates to temporary differences based on their estimated reversal dates for the Mexican entities.

In 2003, the Company filed a request with the tax authorities regarding the confirmation of the criteria with respect to the basis that the Company could use to calculate IMPAC, which included all airports and GAP. In this request, the Company requested that such calculation, based on the interpretations of tax law as published by the Mexican Treasury Department, should only take into account the amount effectively paid by AMP for the shares of the Company that was reflected in the assets in each concession acquired through the bidding process.

After several legal procedures, on August 29, 2006, the Mexican Treasury Department confirmed the criteria for the Aguascalientes, Hermosillo, La Paz, Los Mochis, Morelia and Manzanillo airports, reducing the asset tax basis for these airports. Thus, for these airports, the base used to calculate tax on assets considers only the amount effectively paid by AMP for its 15% of the shares of the Company. This generated a recoverable tax as of December 31, 2006 for Ps. 190,537, plus Ps. 18,026 of interest, for a total recoverable asset of Ps. 208,563, recognized within the current recoverable income tax asset.

As of December 31, 2014, the remaining portion pending to be recovered corresponds to the Hermosillo airport for Ps. 28,501 (values updated). The tax authorities determined that recoverable amount should be the result of the ISR calculation for the year and not be treated as an overpayment of taxes for the year. The risk with the resolution criteria is that the right to receive the refund of the amounts claimed will expire, as well as the favorable interest being sought by the Company. In a resolution dated October 25, 2013, the Company received a favorable ruling, however the authority filed for a review. On September 3, 2014 the Federal Tax and Administrative Judicial Tribunal (TFJFA) declared final judgment, which states that the authority has to return the amount of the refund and update the claim amount. On January 29, 2015 the Company received partial refund of Ps. 9,595 including interest, however, the TFJFA failed to rule on the accrued interest, therefore a judgment for recovery was presented. On May 9, 2017 the TFJFA ruled in favor of the Hermosillo airport, ordering the Mexican tax authority (SAT) to return the interest. On September 19, 2017 the SAT notified the Company of the return and deposit of Ps. 8,445, which was received on September 25, 2017.

Deferred taxes are presented according to the origin of the operations of the individual subsidiaries of the Company as IAS - 12 Income taxes does not allow the offsetting of taxes in accordance with the following:

An entity shall offset deferred tax assets are tax deferred tax liabilities if, and only if:

The Company does not recognize deferred tax assets on tax loss carryforwards for which it is not probable to generate future taxable profits to utilize such tax losses.

As disclosed in subparagraph i. of this Note, the recoverable tax on assets will expire in 2017. The recoverable income tax from recoverable tax on assets detailed above has not been recognized.

The Company does not recognize deferred tax assets relating to temporary differences between the accounting and tax value of investments in subsidiaries, as it has the power to control the reversal date of those temporary differences, and does not expect them to reverse in the foreseeable future.

There are several interpretations as to how an entity can recover the tax on assets paid, but to the date there is no explicit definition from the tax authorities or a precedent from any court that provides clarity as to the proper manner in which to recover such amounts. The Company’s management believes it is not probable that they will recover certain amounts and has therefore not recognized an asset of Ps. 225,209 as of December 31, 2017. The remaining amount of recoverable tax on assets is comprised of Ps. 16,097 (nominal value) and Ps. 9,245 of interest for the period from 2002 to 2017.

At December 31, 2015, 2016 and 2017, the recoverable tax on assets is comprised as follows:

At December 31, 2017, the recoverable tax on assets paid is for Ps. 25,342, for the Tijuana airport.

Details of the associate of the Company at the end of the reporting period is as follow:

As disclosed in Note 1, DCA has a stake of 14.77% in SCL, operator of the international terminal of Santiago de Chile’s airport until September 30, 2015. On that date, the operation of the airport was delivered to the new operator. Although it no longer has operations in accordance with the concession agreement, SCL must remain in effect for one year after delivery of the concession to address any potential contingencies. After that first year, SCL shall remain in force for two years before being dissolved in accordance with tax regulations in Chile.

According to the Company's estimates for 2018 and 2019, the Company expects to recover Ps. 11,016 through dividend and capital reductions. During 2016, Ps. 58,868 was recovered.

At the date of acquisition the book value of SCL is €4,653,021 (Ps. 105,936). The results of DCA of the years ended to December 31, 2015, 2016 and 2017 were recognized using the equity method in the consolidated financial statements.

At December 31, 2015, 2016 and 2017, the net results of SCL is comprised as follows:

The Company owns less than 20% of the shares of SCL, however it concluded it has significant influence because it has a representation on its Board of Directors and participates in the process of setting its financial and operating policies.

The summarized financial information below represents the amounts shown in the financial statements of SCL prepared in accordance with IFRS.

The detail of the investment in the associate as of December 31, 2017 is as follows:

Condensed statements of financial position as of December 31, 2015, 2016 and 2017:

Condensed statement of comprehensive (loss) profit for the period of nine months ended December 31, 2015 and year ended, 2016 and 2017:

The Company receives credit from its suppliers at 30 and 45 days without charging interest, whereby the provider payment policy is to pay the maximum term granted. As of the date of these consolidated financial statements there is no supplier that represents more than 10% of its investments in productive assets and/or the total operating costs.

Advanced payments from clients represent payments for future services that have not yet been provided and if they are not performed, the Company has the obligation to reimburse it to its customers.

The balance of direct employee benefits corresponding principally of provisions of vacations, bonus and other employee benefits.

The Company has borrowings denominated in US dollars and debt securities at variable interest rates in pesos, which in case of an increase in interest rates, would reduce the Company’s cash flows. Through the contracting of the caps with HSBC and Scotiabank, in some of these borrowings, the Company seeks to limit the risk of interest rate increases. In 2016, the Company contracted hedges with an interest rate floor and two interest rate collars, such that if the relevant rate surpasses the level established (strike) in the contract, the cap generates positive cash flows to the Company, which offsets the negative effects of the increase in the interest rates from the underlying loans. The Company’s derivative financial instruments are negotiated in the over-the-counter (OTC) market, through national and international counter parties.

The issuance of the GAP 15 debt securities in February 2015 for Ps. 1,100,000 and the second tranche of the same GAP 15 debt securities in January 2016 for Ps. 1,1000,0001 generates interest at a variable rate of TIIE-28 plus 24 basis points with a term of 5 years. This credit has a hedge of the interest rate described in the table below.

During January and February 2016, the Company entered into unsecured credit agreement with Scotiabank and BBVA for USD$95.5 million with each institution, for a total of USD$191.0 million. The loans generate interest at one month LIBOR plus 99 and 105 basis points, respectively, with monthly interest payments, for a term of 5 years. With these loans the Company pre-paid bridge loans used to finance DCA’s acquisition in April, 2015. For this credit an interest rate hedge was contracted.

On May 2, 2017, the Company contracted an interest rate swap with HSBC in order to cover the risk of increased interest rate related to the issuance of the GAP 17 debt securities hedge on April 6, 2017, which was placed at a variable interest rate.

These financial instruments were not entered into for speculative purposes, but neither were formally designated and therefore did not qualify as hedging instruments for accounting purposes and as a result changes in their fair value are recognized in profit or loss within finance cost. The main characteristics and the fair value of these derivatives at December 31, 2016 and 2017 are as follows:

For the year ended December 31, 2017 a gain of Ps. 34,361 was recognized within finance cost as income of the period, due to the value of the premium paid; no amounts have been recognized through other comprehensive income during the year ended December 31, 2017, for the effect of the intrinsic value of these hedges.

On March 4, 2016 the Company entered into a bank loans hedge. Because the current one month LIBOR rates are below the first cap, which is 1.75%, the hedging instrument has not been used. As mentioned in the Risk Note, according to the projections of the interest curves, it is not expected that these will exceed the second cap of 2.75%.

On April 1, 2016 the Company entered into a debt securities hedge with variable interest rates. In 2016 and 2017, the Company used the hedge because the TIIE 28 rate surpassed the first cap of 5.75%. At December 31, 2016 and 2017, the Company recognized Ps. 607 and Ps. 19,607, respectively, for the application of the coverage in the comprehensive income.

On May 4, 2017, the Company entered into hedge of the variable interest rate generated by the debt certificates issued in April 2017; these debt securities certificates were issued at a 28-day TIIE variable rate plus 49 base points, for which a swap was contracted to fix the rate at 7.21%. As of December 31, 2017, an amount of Ps. 715 was recognized in favor of the Company for the application of the hedge because the fixed rate agreed in the swap was lower than the TIIE.

During 2015, the Company obtained loans to finance the acquisition of 100% of the shares of the DCA Company with BBVA and Bank of Nova Scotia. With the acquisition of MBJA the company assumed loans previously hired by MBJA. All the loans contracted with banking institutions and third parties are described below with the unpaid balance at each date.

The proceeds in 2015 from the issuance of the long-term debt securities were allocated to finance capital investments in the Mexican Airports seth forth in the Master Development Program and also to repay the Company’s outstanding bank debt with Scotiabank in the amount of Ps. Ps.1,741,000 and Ps. 852,500, respectively. The remainder of Ps. 6,500 corresponds to expenses related to the issuance.

The proceeds in 2016 from the issuance of the long-term debt securities were allocated to finance capital investments set forth in the Master Development Program 2016 in the Mexican Airports of Ps. 2,600,000. Issuance expenses of Ps.7,797 were recognized.

The proceeds in 2017 from the issuance of the long-term debt securities were allocated to finance capital investments set forth in the Master Development Program 2017 of the Mexican Airports of Ps. 3,800,000. Issuance expenses of Ps. 9,313 were recognized.

At December 31, 2015, 2016 and 2017, debts are payable by the following companies:

The loan agreements limit the Company’s use of proceeds for the financing of capital expenditures, working capital and prepayments of loans, in addition to prohibiting the merger of the airport creditors with any other entity, as well as the prohibition of sales or transfers of assets in an amount greater than Ps. 1,000, without previous authorization from the creditors and requires the Company to maintain certain financial ratios which have been fulfilled. If the individual airports are unable to fulfill their commitments and maintain the minimum financial ratios under the credit agreements, dividends cannot be declared.

As a result of the issuance of the debt securities, the Company has covenants which have been fulfilled during 2015, 2016 and 2017. The principal payment of the debt securities will be made at the end of the contractual term. Direct costs incurred in the issuance or incurrence of debt are deferred and amortized, as part of interest expense using the effective interest rate over the term of each transaction. These costs include commissions and professional fees.

In Jamaica, the Company operates a defined contribution pension plan, which is managed by an independent trust. The Company has no further obligation other than its contribution mandated under the plan. The pension plan is financed primarily by payments from employees and the Company.

The defined benefit plans in Mexico usually expose the Company to actuarial risks such as: interest rate risk, longevity risk and salary risk.

The amount included in the statement of financial position arising from the obligation of the entity for defined benefit plans on December 31, 2015, 2016 and 2017 is as follows:

The table below shows the movements in the present value of defined benefit obligations:

Below are the amounts for the years ended December 31, 2015, 2016 and 2017 that were recognized in the consolidated statements of profit or loss and other comprehensive income:

The main actuarial assumptions at the reporting date (expressed as weighted average nominal rates) are shown below:

The discount rate is determined based on the structure of the interest rate curve of government bonds for 30 years. The net interest cost on the retirement benefit obligation is recorded in profit and loss within the cost of services, in conjunction with the other components of liabilities for retirement benefits.

If the discount rate had a variation of 100 basis points upward or downward, the effect on the liability for retirement benefits would be impacted by Ps. 11,820.

Assumptions related to expected mortality are based on statistics and experience of the Mexican population. The average life expectancy of an individual retiring at age 65 is 17 years for men and 19 years for women (Demographic Mortality Experience for Active people, EMSSA 2009).

At December 31, 2017, all shares are fully subscribed and paid. The Company’s shares are represented by common ordinary shares and without nominal value. Series “BB” shares, which may represent up to 15% of common stock, may only be transferred upon prior conversion into Series “B” shares, based on certain time restrictions.

Each share of Series “B” and “BB” gives the holder the right to one vote at any Ordinary Shareholders’ Meeting. According to the Company’s bylaws, shareholders of Series “B” shares either individually or jointly with their related parties, cannot hold more than 10% of the total outstanding common stock of the Company, and therefore is prohibited from exceeding such limits by participating through trusts, agreements, social pacts or bylaws, pyramid schemes or any other mechanism that provides a larger share than legally allowed. Additionally, the Company’s bylaws provide that if a person individually or jointly with its related parties, acquires a percentage of shares exceeding the limits of participation previously mentioned, the person or group of persons will be required to sell the excess over what is allowed through a public offering, during which time, the shares owned over the 10% threshold by such individuals will not have voting rights and cannot be represented in any Shareholder Meeting. Furthermore, the shareholders of Series “BB” shares, either individually or jointly with their related parties, may also be owners of shares of Series “B” shares, regardless of the shares they hold in the aggregate of Series “B” and Series “BB”. However, those shareholders of the Series “BB” shares, their votes will be limited to no

more than 10% of the voting common stock, and any additional participation is required to vote in the same way of the majority of the votes in any Shareholder Meeting.

Shareholders of Series “BB” shares are entitled to elect four members to the board of directors and their alternates, whereas shareholders of Series “B” shares with rights to vote, even limited or restricted, that individually or together owning 10% or more of the Company’s capital stock is entitled to elect one member to the board of directors at a Shareholders’ Meeting, an in such instances, such shareholder or group of shareholders may not exercise the right to vote for the board members corresponding to the majority. If any shareholder or group of shareholders representing at least 10% of the common shares of which the common stock is comprised, exercises the right to appoint a board member, such shareholder will not have the right to vote in the designation of the board members that correspond to appointment by the majority of Series “B” shareholders. The total number of members of the Board of Directors of the Company is 11, therefore holders of Series “B” shares have the right to appoint only seven members.

The members of the Board of Directors appointed by the Shareholders of the Series “BB” will have the ability to make the following valid designations: (i) upon consultation with the Company’s Nomination and Compensation Committee, appointment and dismissal of the Chief Executive Officer and the top-level executive officers; (ii) appointment of three of the six members of the Operating Committee and three alternates, and the number of members and their alternates to the Audit Committee, including the acquisition, nominations and compensation corresponding to 20% (twenty percent) of the total members, with the understanding that there will be at least one member and alternate, for each of them, iii) in the creation and determination of the Operating Committee whom are not part of the Company, members of the Board of Directors or the Company's officers.

In the case of the Audit Committee must also comply with the legal restrictions of independence.

On April 20, 2015 the Company acquired 100% of the shares of DCA, which owns 74.5% of the shares of MBJA and the remaining 25.5% is Vantage as a non-controlling shareholder.

On March 23, 2017, the Board of Directors of MBJA approved a dividend payment from retained earnings in the amount of USD$26.0 million, which will be distributed as follows: U.S.$19.37 million to DCA (Ps. 382,275 a closing exchange rate of Ps. 19.7354) and U.S.$6.63 million to Vantage (Ps. 130,846 closing exchange rate).

The following table summarizes the information relating to DCA that has material NCI, before any intra-group elimination as of December 31:

According to the General Law on Airports and its regulations in Mexico, certain of the Company’s revenue are classified as airport, complementary and commercial services. Airport services generally include the use of airport runways, taxiways and parking areas for arriving and departing planes, use of passenger walkways, security services, hangars, and, in general, use of the space inside the terminal and other infrastructure by aircraft, passengers and cargo services. These services include rental of space that is vital for the operation of airlines and complementary service suppliers. Complementary services are ramps and handling services, catering, maintenance and repairs, and traffic and dispatch services. Commercial services include services that are not essential for the operation of an airport; therefore, these revenues are not regulated by TM, such as car parking services, lease of space to retailers, restaurants and banks, among others. The revenues of the subsidiary MBJA have the same classification, therefore consolidated in the area that correspond to the numbers of airports in Mexico.

A price regulation system establishes in Mexico a TM rate for airport services and complementary services for each airport for each year in a five-year period. The maximum rate is the maximum amount of revenues per “workload unit” that may be earned at an airport each year from regulated sources. Under this regulation, a workload unit is equivalent to one passenger (excluding transit passengers) or 100 kilograms (220 pounds) of cargo. As of December 2014, SCT authorized the Company’s maximum rates applicable for the period 2015-2019.

The maximum rates of the Montego Bay Airport, were approved in November 2014 and are applicable from April 1, 2015 to March 31, 2020.

During the periods ended December 31, 2015, 2016 and 2017, the compliance with the TM by the Company’s Mexican airports was 100.0%, 99.9%, and 100.0%, respectively.

The table below presents a summary for the years ended December 31, 2015, 2016 and 2017, of the Company’s revenues (these do not include revenues related to improvements to concession assets under IFRIC 12). Using the Airports Law classification, the information is sent to the SCT to comply with the Company’s reporting obligations with respect to regulated and unregulated revenues, which are classified as either aeronautical or non-aeronautical revenues. For this presentation, access fee are classified as airport services.

	2015			2016			2017
Regulated revenues
Airport operating services to airlines:
Landing	Ps.	284,275		Ps.	518,404		Ps.	681,096
Charges for not canceling extended stay reservations			3,412			3,601			2,207
Parking on embarking/disembarking platform			135,701			66,563			72,158
Parking on extended stay or overnight platform			35,663			45,274			61,722
Passenger walkways and shuttle buses			18,346			31,217			34,795
Airport security charges			113,579			160,986			181,304
Airports services			34,540			—			—
Airport real estate services to airlines:
Leasing of hangars to airlines			7,011			20,257			24,574
Leasing of shops, warehouses and stockrooms to airlines (operating)		3,884			4,045			4,040
Leasing of space and other terminal facilities to airlines within the terminal (operating)		43,559			53,095			56,100
Leasing of land and other surfaces to airlines outside the terminal (operating)		3,154			6,013			5,602
Leasing of check-in desks and other terminal space			4,090			809			575
Leasing of desks and other terminal space for ticket sale.			6,294			5,764			7,866

Airport passenger services:
Domestic passenger charges			2,078,059			2,552,169			3,054,639
International passenger charges			2,404,331			3,210,822			3,696,147
Airport real estate services and rights of access to other operators		28,709			33,192			34,688
Complementary services:
Catering services			16,601			21,286			24,893
Other third-party ramp services rendered to airlines			35,670			42,283			50,775
Traffic and/or dispatch			37,362			55,402			58,954
Fuel supply or removal			117,162			195,458			216,600
Third-party airplane maintenance and repair			7,620			11,280			11,787
Total regulated revenues included in the maximum rate			5,419,022			7,037,920			8,280,522

Regulated revenues not included in the maximum rate:
Car parking charges			251,468			254,108			277,229
Recovery of cost over aeronautical services			115,273			126,513			157,211
Recovery of cost over non-aeronautical services			31,976			35,721			43,034
Total regulated revenues not included in the maximum rate			398,717			416,342			477,474
Total regulated revenues			5,817,739			7,454,262			8,757,996

⁽¹⁾Unregulated revenues are earned based on the terms of the Company’s operating lease agreements. Lease agreements are based on either a monthly rent (which generally increases each year based on the National Consumer Price Index (INPC) in Mexico and based on the CPI or the greater of a monthly minimum guaranteed rent or a percentage of the lessee’s monthly revenues. Monthly rent and minimum guaranteed rent earned on the Company’s operating lease agreements are included under the caption “Commercial concessions” above. Revenues earned in excess of the minimum guaranteed rent are included in the “Revenues from sharing of commercial activities” caption above (Note 33).

Revenues from improvements to concession assets are recognized with respect to the additions and improvements made for the Company, which are committed under the MDP, and is a requirement of fulfillment. Revenues for the years ended as of December 31, 2015, 2016 and 2017 accounted for Ps. 838,635, Ps. 1,676,037 and Ps. 1,312,491, respectively.

Cost of services for the years ended December 31, 2015, 2016 and 2017 was composed of the following:

Depreciation and amortization for the years ended December 31, 2015, 2016 and 2017 were composed of the following:

Employee Cost for the years ended December 31, 2015, 2016 and 2017 was composed of the following:

As disclosed in Note 3.o, in conformity with IFRIC 12, the Company must recognize the revenues and costs of additions and improvements to concession assets, which they are obligated to perform at the airports as established by the MDP. The cost for such additions and improvements to concession assets is based on actual costs incurred by the Company in the execution of the additions or improvements, considering the investment requirements in the MDP. Through bidding processes, the Company contracts third parties to carry out such construction. The amount of revenues for these services are equal to the amount of costs incurred, as the Company does not obtain any profit margin for these construction services. The amounts paid are set at market value.

Cost of improvements to concession assets are comprised of the following at December 31, 2015, 2016 and 2017:

Other (income) expenses is comprised of the following at December 31, 2015, 2016 and 2017:

In 2015 repairs due to Hurricane Odile at airports in San Jose del Cabo and La Paz, Baja California Sur were completed and the compensation for the loss was received.

The net finance (cost) income is comprised of the following for the years ended December 31, 2015, 2016 and 2017:

The amounts committed above are expressed in pesos of purchasing power as of December 31, 2012.

In March 2016 and 2017 the Mexican Directorate General of Civil Aviation (DGAC) approved the MDP committed of 2015 and 2016, respectively.

On November 26, 2014, the Tijuana municipal authority issued a requirement for payment of property tax for the period from 2000 to 2014 in the amount of Ps. 234,780, which was challenged again by the Company on December 19, 2014. A jurisdictional court granted the Company the suspension against acts of municipal authority establishing the amount of Ps.234,780 for a bond as collateral, which has been challenged by judgment of invalidity as the Company believes that in previous proceedings it is already guaranteeing part of the amount set by the Court, however it has not been confirmed by the jurisdictional court.

As the Company and its legal counsel believe that these tax claims are not in accordance with the law, the Company proceeded to file an annulment against the municipal authorities, which is pending resolution. Because, previous judgments in this and other

airports have been resolved favorably for the Company, the Management and its legal counsel believe that no present obligation currently exist, therefore the Company has not recognized any provision regarding these matters.

In the case of Guadalajara airport, the Ejido El Zapote and Santa Cruz del Valle presented an appeal with jurisdictional authorities against the SCT and the Reforma Agraria, regarding the expropriation decrees issued to build the airport. In November 2010, the Court granted the protection of the federal justice to the Ejidos El Zapote and Santa Cruz del Valle, in Guadalajara airport, instructing to replace the administrative procedure of expropriation due to a lack of notification to these Ejidos and declared unsubsistence the Concession granted to the Guadalajara airport in 1998, in reference to manage, operate and develop the airport facilities. On July 10, 2012, the Court revoked this resolution and ordered the reinstatement of the actions in order to obtain more documentary evidence, for the trial with the Ejido El Zapote, the trial is ongoing. However, on July 31, 2014, the court issued a favorable sentence for the Ejido El Zapote, which was challenged by the Company. On April 14, 2016, the appellate Court determined conclusively that, while it was true that the right of the Ejido to contest the appraisal with which it was compensated had been violated, it also determined that the land could not be returned to the complainant Ejido, as "incongruous" the declaration of invalidity of the concession granted to Guadalajara airport. On January 13, 2017 a Federal Institute issued an appraisal for the value of a portion of the land in which Guadalajara airport is based, related to the appeal previously mentioned. This appraisal was made based on the expropriation decree of 1975. On June 30, 2017, the Court notified that the appeal was accomplished once Ejido group was informed of the appraisal made by the Federal Institute. This resolution was challenged by the Ejido group and accepted by the Court which instructed to review the appeal in order to concluded as to the possibility of achieving the final resolution and if this is not the case to refer the matter to the Supreme Court of Justice of the Nation (SCJN) for a resolution. The resolution is still pending. In case of the Ejido Santa Cruz del Valle, the district court determined the illegality of the expropriation decree against the Federal Government, which was confirmed by the appellate court and is currently under implementation. The legal advisors of the Company considered the Federal Government is working on a compliance substitute, consisting of the payment of compensation in favor of the Ejido Santa Cruz del Valle. Once the implementation process by the Government is completed, this will not have any effect on the operation or in the results of operations of the airport. In February, March, and September 2016, members of the Ejido Zapote blocked the access to the Guadalajara airport parking lot, representing a loss of commercial revenues of approximately Ps. 4,100 during the first two months and Ps. 2,800 in September. In 2017, the Company had a loss in commercial revenues for an amount of Ps. 13,300 due to new events made by members of Ejido El Zapote.

On October 1, 2013, the Company received notices for Grupo Aeroportuario del Pacífico, S.A.B. de C.V. and Puerto Vallarta airport and various Federal Authorities in connection with four legal proceedings filed by the participants in the ejido Valle de Banderas. The Ejido is claiming the restitution or payment as a compensation in respect of 154 hectares of land comprising this airport, besides the partial cancellation of the concession granted to the Puerto Vallarta airport. The Company attended the initial appointment on October 8, 2013, at which obtained a deferral until December 2, 2013 due to the lack of formal notice, which was again deferred, having the first audience on January 24, 2014, where the Ejido ratified the lawsuit and the Company demanded the suspension of this process due to the incompetence of jurisdiction. Therefore, the audience was delayed for three days, in order to give time to the Ejido to provide a rebuttal. The Company estimates that the court involved in this proceeding, located in the State of Nayarit, does not have jurisdiction, because the airport is located in the State of Jalisco, besides this court is not competent to nullify an administrative act, as it is related to the concession’s title. The Court declared competent the Court of Nayarit, sentence which was favorable but currently challenged by the Federal Court. As a result of the objection, the Federal Superior Court declared the court of Guadalajara, Jalisco, as competent in three of them. Two of the four procedures, are before the agrarian court of Jalisco pending to resolve two incompetence by subject. A third procedure is awaiting the referral of the proceedings to the Guadalajara Court and a fourth is still awaiting an appeal resolution regarding jurisdiction over territory.

If the legal proceedings are resolved in such a way that adversely impact any of our airports, the Company’s management has other legal resources to challenge such resolutions. Additionally, under the Concession agreement, the Company has guarantees providing it with access to the airport’s land, and the Mexican government would be liable for any operating disruption caused by the ejidos and would have to restore to the concessionaire the rights to use public property, and compensate any economic damage to the airport. Thus, in the opinion of the Company and its legal counsel, no present obligation currently exists, therefore the Company has not recognized any provision regarding this matter.

In February 2016, the Company, Grupo México, S.A.B. de C.V. and Infraestructura y Transportes México, S.A. de C.V. filed claims of direct amparo against the ruling of the Superior Court of Justice, the essence of both claims for amparo corresponds to that; Grupo México, S.A.B. de C.V. argues that a proceeding was not granted for the sale of the excess shares, the Company argues that Grupo México, S.A.B. de C.V. should be liable for the payment of costs in favor of the Company, however both claims of appeal have not been resolved, since the sentence was suspended, due to the appeal before the SCJN against the decision of the court collegiate where the enforcement of appeal for the second room has been fulfilled, disagreement that resolved on November 9, 2016, pending the exit of the situation. The intention was to declare unfounded, expect a pronouncement in which the SCJN issue a guidance and binding guidelines for compliance. At the date of issuance of this report, the SCJN did not issue binding criteria. Thus, in the opinion of the Company and its legal counsel, no present obligation currently exists, therefore the Company has not recognized any provision regarding this matter.

All airports provide similar services to their customers as described in Note 21.

The elimination of the investment of the Company in its subsidiaries is included under “Eliminations” along with any intersegment revenues and other significant intercompany operations.

Following are the segment results, assets and liabilities by segments for the years ended December 31, 2015, 2016 and 2017.

December 31, 2015	Guadalajara				Tijuana				Puerto Vallarta				Los Cabos				Montego Bay				Hermosillo				Bajío				Other Airports				Total reportable segments				Other Companies			Eliminations			Total
Total revenues	Ps.	2,265,398			Ps.	1,171,362			Ps.	986,010			Ps.	1,240,376			Ps.	995,707			Ps.	315,929			Ps.	374,387			Ps.	757,740			Ps.	8,106,909			Ps.	—		Ps.	—		Ps.	8,106,909
Total intersegment revenues			—				—				—				—				—				—				—				—				—			2,869,819		(2,869,819)					—
Income from operations			1,351,741				483,094				576,686.5				663,087.0				531,608.0				110,332.9				205,163.0				117,646.5				4,039,360			2,552,892		(2,503,650)					4,088,600
Interest income			23,683				351				14,533				11,409				28,625				8,319				5,427				13,882				106,229			165,823			(181,163	)			90,889
Interes expense			(60,567	)			(7,965	)			(25,625	)			(38,980	)			(65,446	)			(10,042	)			(8,757	)			(19,317	)			(236,699	)		(153,768	)		181,163				(209,304	)
Depreciation and amortization for the year			(264,975	)			(133,100	)			(132,076	)			(169,624	)			(220,601	)			(45,364	)			(43,391	)			(137,814	)			(1,146,947	)		(9,488	)		—				(1,156,435	)

Share of loss of associate			—				—				—				—				—				—				—				—				—			(13,704	)		—				(13,704	)
Income before income taxes			1,317,731				477,628				573,763				651,470				425,071				109,166				202,117				109,591				3,866,537			2,255,199		(2,503,650)					3,618,086
Income taxes expense			(342,702	)			(96,375	)			(144,532	)			(143,253	)			(73,513	)			(39,829	)			(53,423	)			(10,180	)			(903,809	)		56,500			—				(847,309	)
Total assets			7,721,569				4,678,483				3,451,306				3,574,307				3,268,824				1,336,608				1,194,583				3,505,736				28,731,418		31,013,292			(28,271,310)					31,473,399
Total liabilities			1,568,853				482,440				693,596				1,085,814				1,733,160				274,784				290,126				595,828				6,724,600			6,328,704		(3,735,947)					9,317,356
Net invesment in equity investees			—				—				—				—				—				—				—				—				—			92,232			—				92,232

Net cash flows provided by operations activities			1,030,285				395,064				476,215				624,153				716,970				158,785				227,176				359,969				3,988,617			628,116			288,020				4,904,753
Net cash flow used in investing activities			(216,928	)			(190,172	)			(110,996	)			(162,116	)			(20,744	)			(75,239	)			(59,393	)			(331,656	)			(1,167,242	)		901,976			(3,404,661	)			(3,669,927	)
Net cash flow used in financing activities			(540,728	)			(221,647	)			(292,556	)			(189,722	)			(761,266	)			33,105				(72,934	)			118,811				(1,926,937	)		(1,234,888	)		3,327,995				166,171
Additions to non-curren as assets			5,397,740				3,125,835				2,447,205				2,608,721				5,322,545				891,345				788,939				2,334,419				22,916,749			144,514			—				23,061,263

December 31, 2016	Guadalajara				Tijuana				Puerto Vallarta			San José del Cabo				Montego Bay			Hermosillo				Bajío			Other Airports				Total reportable segments				Other Companies			Eliminations			Total
Total revenues	Ps.	3,126,311			Ps.	1,616,014			Ps.	1,251,283		Ps.	1,605,558			Ps.	1,622,031		Ps.	447,451			Ps.	502,340		Ps.	936,040			Ps.	11,107,029			Ps.	532		Ps.	—		Ps.	11,107,561
Total intersegment revenues			—				—			—				—			—				—			—				—				—			3,722,428			(3,722,428	)		—
Income from operations			1,735,192				765,929			729,952				893,382			524,139				152,921			251,071				195,508				5,248,095			3,484,359			(3,497,562	)		5,234,892
Interest income			71,363				11,374			25,813				34,894			—				15,414			11,819				20,509				191,186			451,089			(362,705	)		279,570
Interes expense			(96,433	)			(36,905	)		(32,977	)			(56,233	)		(142,405	)			(19,624	)		(15,460	)			(36,374	)			(436,410	)		(308,004	)		362,705			(381,708	)
Gain on financial invesmet held for trading purposes			—				—			—				—			—				—			—				—				—			68,261			—			68,261
Depreciation and amortization for the year			(268,391	)			(153,645	)		(139,500	)			(188,376	)		(333,924	)			(49,111	)		(47,960	)			(159,275	)			(1,340,182	)		(8,205	)		—			(1,348,387	)
Share of loss of associate			—				—			—				—			—				—			—				—				—			(11,728	)		—			(11,728	)
Income before income taxes			1,712,126				740,569			731,710				894,925			366,464				148,283			244,333				160,475				4,998,886			3,118,808			(3,497,562	)		4,620,132
Income taxes expense			(430,926	)			(175,261	)		(181,021	)			(278,486	)		(97,113	)			(31,073	)		(59,545	)			(22,028	)			(1,275,454	)		8,881			—			(1,266,573	)
Total assets			8,602,939				5,322,674			3,589,999				4,042,519			4,017,963				1,629,746			1,308,647				3,762,056				32,276,543			33,785,689			(30,010,770	)		36,051,462
Total liabilities			2,483,043				1,063,332			893,123				1,507,615			2,000,593				539,716			418,405				899,060				9,804,886			10,226,807			(6,384,800	)		13,646,893
Net invesment in equity investees			—				—			—				—			—				—			—				—				—			21,636			—			21,636
Net cash flows provided by operations activities			1,612,152				444,953			743,818				1,028,391			753,970				176,530			220,897				326,250				5,306,963			334,240			—			5,641,203
Net cash flow used in investing activities			(555,859	)			(427,335	)		(93,100	)			(208,502	)		(45,195	)			(132,778	)		(103,264	)			(278,412	)			(1,844,445	)		3,546,981			(3,519,092	)		(1,816,557	)
Net cash flow used in financing activities			(616,854	)			(15,492	)		(506,223	)			(380,419	)		(272,823	)			125,786			(88,231	)			75,641				(1,678,613	)		(3,611,664	)		3,519,092			(1,771,185	)
Additions to non-curren as assets			5,757,015				3,411,502			2,456,977				2,638,572			6,117,021				1,002,690			859,982				2,465,893				24,709,652			178,302			—			24,887,954

December 31, 2017	Guadalajara			Tijuana			Puerto Vallarta			San José del Cabo			Montego Bay			Hermosillo			Bajío			Other Airports			Total reportable segments			Other Companies			Eliminations			Total
Total revenues	Ps.	3,398,484		Ps.	1,666,582		Ps.	1,462,309		Ps.	1,951,865		Ps.	1,852,687		Ps.	510,191		Ps.	625,544		Ps.	893,555		Ps.	12,361,218		Ps.	4,700		Ps.	—		Ps.	12,365,918
Total intersegment revenues		—			—			—			—			—			—			—			—			—			4,265,456		(4,265,456)				—
Income from operations		2,072,491			883,966			863,209			1,171,837			565,463			142,836			312,363			201,276			6,213,440			4,323,747		(4,255,456)				6,281,731
Interest income		105,328			45,775			53,166			65,601			—			26,798			15,648			32,674			344,991			750,350			(674,606	)		420,735
Interes expense		(168,112	)		(89,265	)		(52,327	)		(85,706	)		(136,497	)		(35,317	)		(27,125	)		(59,450	)		(653,800	)		(640,015	)		674,606			(619,207	)
Gain on financial invesmet held for trading purposes		—			—			—			—			—			—			—			—			—			34,361			—			34,361
Depreciation and amortization for the year		(295,445	)		(161,892	)		(142,763	)		(201,241	)		(344,861	)		(59,241	)		(52,836	)		(175,472	)		(1,433,750	)		(9,813	)		—			(1,443,562	)
Share of loss of associate		—			—			—			—			—			—			—			—			—			(10,620	)		—			(10,620	)
Income before income taxes		2,008,984			840,689			856,050			1,135,132			445,269			134,220			303,605			188,364			5,912,312			4,514,866			(4,255,456	)		6,171,722
Income taxes expense		(442,764	)		(152,631	)		(184,506	)		(288,786	)		(107,062	)		(12,382	)		(69,271	)		(61,368	)		(1,318,770	)		(121,871	)		—			(1,440,641	)
Total assets		9,289,847			5,541,186			3,875,465			4,133,283			3,068,476			1,715,227			1,475,581			3,749,863			32,848,928			38,598,059			(31,929,455	)		39,517,532
Total liabilities		3,133,738			1,498,785			1,127,055			1,872,045			1,854,290			663,360			571,006			1,022,867			11,743,146			13,871,716			(8,174,099	)		17,440,763

Net invesment in equity investees		—			—			—			—			—			—			—			—			—			11,016			—			11,016
Net cash flows provided by operations activities		1,852,797			969,246			844,238			1,086,007			788,059			195,867			270,238			381,488			6,387,940			(105,808	)		(113,430	)		6,168,702
Net cash flow used in investing activities		(414,701	)		(410,216	)		(184,142	)		(323,649	)		(122,417	)		(202,470	)		(143,243	)		(147,719	)		(1,948,557	)		4,839,982			4,830,000			(1,938,575	)
Net cash flow used in financing activities		(1,144,341	)		(560,617	)		(436,447	)		(825,018	)		(287,859	)		(77,101	)		(123,028	)		(232,161	)		(3,686,573	)		(2,830,743	)		4,830,000			(1,687,316	)
Additions to non-curren as assets		5,796,853			3,615,601			2,432,387			2,762,873			5,604,397			1,134,216			967,981			2,431,955			24,746,263			318,997			—			25,065,260

Non-current assets are comprised of Machinery, equipment, Improvements to leased buildings, Improvements to concession assets, Airport concessions, Rights of use of airport facilities, Other acquired rights and Other assets.

The unrealized exchange loss, net amounts (a non-cash item) disclosed in the consolidated statements of cash flow relates mainly to Other Companies segments, and comes from bank loans denominated in foreign currency

The amounts shown in the eliminations column relates to the intercompany transactions and balances being eliminated to arrive at consolidated figures, such as, personnel services, parking operations, income and financial expenses, equity method, investments in subsidiaries, reimbursements of equity from subsidiaries, dividends received, amongst the most important.

According to the definitions of control established in IFRS, the Company does not have a company controlling its operations, however, and according to these definitions, they are considered related parties the following companies:

AMP represents an entity with significant influence over the operation of the Company, as it has representation on the Board of Directors, participates in the policy-making processes, maintains material transactions, appoints officers and provides essential technical information, but without exercising control over the Company, no other Shareholder fulfills this definition.

Transactions with AMP, carried out in the ordinary course of business, were entered into at prices comparable to those for transactions with independent parties and were as follows:

In 1999, GAP and AMP entered into a technical assistance and transfer-of-technology agreement whereby AMP and its shareholders agreed to render administrative and advisory services and transfer industry technology and know-how to GAP in Mexico in exchange for consideration. The agreement’s original 15-year term may be automatically renewed for successive five-year terms, with the approval of the shareholders, unless one party gives a termination notice to the other at least 60 days prior to the effective termination date. Only the Shareholders’ Meeting has the authority to decide the non-renewal or deny the renewal of the agreement. If GAP decides to cancel or renew the agreement, GAP needs the approval of at least 51% of the holders of Series B shares other than AMP or any party related to AMP, accordingly to the participation agreement signed on August 25, 1999 among the SCT, GAP in Mexico, its strategic partner and the Shareholders of the strategic partner.

On August 25, 2014, the initial term of the Technical Assistance agreement between the Company and Aeropuertos Mexicanos del Pacífico, S.A.P.I. de C.V. expired. However, the agreement was automatically renewed for an additional five years, pursuant to Clause 5.2 of the agreement. In relation to the agreement renewal, at a Board of Directors Meeting held on April 23, 2014, the opinion of each of the board’s independent directors was requested with respect to the continuation of the agreement, and the majority voted for the automatic renewal option.

According to the agreement, as of January 1, 2000, the Company committed to pay AMP annual consideration of USD$7,000,000 for the years 2000 and 2001 and, beginning in 2002, the greater of USD$4,000,000 (these amounts are subject to adjustment based on the CPI) or 5% of GAP’s consolidated operating income, defined as earnings before interest income or expense, calculated prior to deducting the technical assistance fee, income taxes, depreciation and amortization.

AMP is also entitled to the refund of expenses incurred in the rendering of services provided for in the agreement.

On December 9, 2015 the access to the new border crossing between Otay, USA and Tijuana, Mexico began operating at the airport in Tijuana. Facilities CBX terminal on the side of the United States of America, are operated by OTV, a related company, which is temporarily paying compensation for the loss of non-aeronautical revenue at the airport. According to the clauses of the contract, this compensation will cease collected as of 2018, however the operation contract will remain in force. Transactions in the normal course of business were as it follows:

The Company has leased office space under three and five-year operating lease agreement, which was renewed in February 2013 and May 2017 and concludes in January 2018 and April 2020, respectively. The monthly rental payments are USD$ 42,523. Base rent is subject to increases according to the National Consumer Price Index (NCPI) and the Consumer Price Index (CPI).

Rental expense in Mexican pesos amounted to Ps. 7,205, Ps. 8,837 and Ps. 9,044 for the years ended December 31, 2015, 2016 and 2017, respectively.

In addition to the monthly rent described above, the Company has entered into rental contracts for other assets, whose amounts are not material.

During the years ended December 31, 2015, 2016 and 2017, the Company recognized income from leasing activities of Ps. 1,244,644, Ps. 1,736,237 and Ps. 2,039,697, as part of the non-regulated revenues in the consolidated statements of profit or loss and other comprehensive income, respectively.

Future minimum rentals do not include the contingent rentals that may be paid under certain commercial leases on the basis of a percentage of the lessee’s monthly revenues in excess of the monthly minimum guaranteed rent. Contingent rentals for the years ended December 31, 2015, 2016 and 2017 are disclosed under the caption “Revenues from sharing of commercial activities” in Note 21.

The Entity has not applied the following new and revised IFRSs that have been issued but are not yet effective:

1 Effective for annual periods beginning on or after 1 January 2018, with earlier application permitted.

2 Effective for annual periods beginning on or after 1 January 2019, with earlier application permitted.

IFRS 9 issued in November 2009 introduced new requirements for the classification and measurement of financial assets. IFRS 9 was subsequently amended in October 2010 to include requirements for the classification and measurement of financial liabilities and for derecognition and in November 2013 to include the new requirements for general hedge accounting. Another revised version of IFRS 9 was issued in July 2014 mainly to include a) impairment requirements for financial assets and b) limited amendments to the classification and measurement requirements by introducing a ‘fair value through other comprehensive income’ (FVTOCI) measurement category for certain simple debt instruments.

IFRS 9 set forth the classification, measurement and derecognition of financial assets of financial assets and liabilities and introduces new rules for hedge accounting and new impairment model for financial assets.

As of the date of these consolidated financial statements, the Company has evaluated how IFRS 9 will impact the consolidated statement of financial position and the consolidated results of operations.

Within this review the Company performed a detailed assessment of the classification and measurement of financial assets, which contains three main categories for the classification: measured at amortized cost, Fair Value Through Other Comprehensive Income (FVOCI) and FVTPL. The standard eliminates the existing categories of IAS 39 from being held for sale until maturity and available for sale; the Company does not maintain this type of financial assets, therefore they will not have an impact on its consolidated results.

With respect financial liabilities there will be no impact on the consolidated results of the Company, because the requirements of the standard mainly affect the accounting records when they are designated at FVTPL and the Company does not have liabilities of this kind.

Likewise, the Company does not perform hedge accounting, therefore this new change will not affect the consolidated results.

The new impairment model as mentioned above will be applied to financial assets classified at amortized cost, debt instruments measured at FVOCI, contractual assets with customers in accordance with IFRS 15, accounts receivable for leasing, as well as due to Company's policies, detailed in note 5 in the credit risk section, the credit risk with its customers is reduced, mainly revenue from TUA, where the airlines have granted cash guaranties to cover their operations and the commercial customers are also requested in cash guaranties, so the Company does not expect that when applying the new impairment model the effects derived from such model will be material to the consolidated results.

The Company plans to take advantage of the exemption that allows not to restate comparative information from previous periods with respect to classification and measurement changes (including impairment). Differences in the carrying amounts of financial assets and financial liabilities that may result from the adoption of IFRS 9 will generally be recognized in reserves and reserves retained as of January 1, 2018. Therefore, assets and liabilities financial statements before January 1, 2018 will be accounted under IAS 39.

However, the new standard introduces new requirements to make the disclosure and presentation as well as broader, so a change in the nature and extent of the Company’s disclosures about financial instruments could be expected, especially in the year of adoption.

IFRS 15 establishes a single comprehensive model for entities to use in accounting for revenue arising from contracts with customers. IFRS 15 will supersede the current revenue recognition guidance including IAS 18 Revenue, IAS 11 Construction Contracts and the related Interpretations when it becomes effective.

The core principle of IFRS 15 is that an entity should recognize revenue to depict the transfer of promised goods or services to customers in an amount that reflects the consideration to which the entity expects to be entitled in exchange for those goods or services. Specifically, the Standard introduces a 5-step approach to revenue recognition:

Under IFRS 15, an entity recognizes revenue when (or as) a performance obligation is satisfied, i.e. when ‘control’ of the goods or services underlying the particular performance obligation is transferred to the customer. Far more prescriptive guidance has been added in IFRS 15 to deal with specific scenarios. Furthermore, extensive disclosures are required by IFRS 15.

The Company plans to use the practical files for completed contracts. This means that completed contracts that started and ended in the same comparative period, as well as contracts that are contracts terminated at the beginning of the earliest period presented, are not restated.

According to how the Company recognizes its revenue as described in notes 3.o and 21, it was evaluated that the Company complies with the 5 steps with respect to the identification of revenue recognition of income according to IFRS 15 and the impact by adoption this new standard will have no effect on said recognition, therefore the Company is convinced that, in addition to the additional disclosures requirements to be met, there will be no significant changes in the consolidated statement of financial position and in the consolidated statement of income and other comprehensive income, compared with the financial information that is currently reported and disclosed.

The Company will apply IFRS 15 under the “cumulative effect” method, which means that the comparative periods presented in the consolidated financial statements will remain unchanged and the Company will begin to apply IFRS 15 as of January 1, 2018 and in ahead. Therefore, contracts and related revenues before January 1, 2018 will remain accounted for under the previous revenue recognition standard.

IFRS 16 distinguishes leases and service contracts on the basis of whether an identified asset is controlled by a customer. “Distinctions of operating leases (off balance sheet) and finance leases (on balance sheet) are removed for lessee accounting and is replaced by a model where a right-of –use asset and a corresponding liability have to recognized for all leases by lessees (i.e. all on balance sheet) except for short-term leases and leases of low value assets.

The right-of-use asset is initially measured at cost and subsequently measured at cost (subject to certain exceptions) less accumulated depreciation The lease liability is initially measured at the present value of the lease payment as well as the impact of lease modifications, among the others. Furthermore, the classification of cash flows will also affected as operating lease payments under IAS 17 are presented as operating cash flows, whereas under the IFRS 16 model, the lease payments will be split into a principal and interest portion which will be presented as financing and operating cash flows respectively.

In contrast to lessee accounting, IFRS 16 substantially carries forward the lessor accounting requirements in IAS 17, and continues to require a lessor to classify a lease either as an operating lease or a finance lease.

However, a lessee may elect to account for lease payments as an expense on a straight-line basis over the lease term for leases with a lease term of 12 months or less and containing no purchase options (this election is made by class of underlying asset); and leases where the underlying asset has a low value when new, such as personal computers or small items of office furniture (this election can be made on a lease-by-lease basis).

IFRS 16 establishes different transitional provisions, including retrospective approach or the modified retrospective approach where the comparative period is not restated.

As of the date of these consolidated financial statements, the Company made the evaluation of its operating leases and according to what is described in notes 3.k and 33 they relate to the rent of spaces for its corporate offices, utility vehicles and operating vehicles. According to the criteria of the same standard, all those contracts whose termination date is less than 12 months may opt to continue with its recognition in results as it is currently done in the cost of services in the consolidated statement of profit or loss and other comprehensive income.

The Company quantified the amounts of the lease contracts for a period of more than 12 months and according to the new requirements, the amounts quantified are not considered significant for the consolidated financial statements.

The Company has taken the decision to apply IFRS 16 early on January 1, 2018, using the "Modified retrospective Approach" method for the transition to IFRS 16, which means that the comparative periods presented in the consolidated financial statements will remain the same. unmodified and the Company will only begin to apply IFRS 16 as of January 1, 2018 and thereafter. Therefore, leases before January 1, 2018 will be accounted for under the previous standard.

Amendments to IFRS2 Classification and Measurement of Share-based Payment Transactions

The amendments are effective for annual reporting periods beginning on or after 1 January 2018 with earlier application permitted. Specific transition provisions apply. The Company’s management do not anticipate that the application of the amendments in the future will have a significant impact on the Company’s consolidated financial statements as the Company does not have any cash-settled share-based payment arrangements or any withholding tax arrangements with tax authorities in relation to share-based payments.

Amendments to IFRS 10 and IAS 28 Sale or Contribution of Assets between an Investor and its Associate or Joint Venture

The effective date of the amendments has yet to be set by the IASB; however, earlier application of the amendments is permitted. The Company’s management anticipate that the application of these amendments not have an impact on the Company's consolidated financial statements in future periods should such transactions arise.

The management of the Company expects that there may be some impacts a result of these amendments.

The amendments are effective for annual periods beginning on or after 1 January 2018 with earlier application permitted. Entities can apply the amendments either retrospectively (if this is possible without the use of hindsight) or prospectively. Specific transition provisions apply.

The Company’s management anticipate that the application of these amendments not have an impact on the Company's consolidated financial statements in future periods should there be a change in use of any of its properties.

The Annual Improvements include amendments to IFRS 1 and IAS 28 which are not yet mandatorily effective for the Company. The package also includes amendments to IFRS 12 which is mandatorily effective for the Company in the current year - see note 2.1 for details of application.

The amendments to IAS 28 clarify that the option for a venture capital organization and other similar entities to measure investments in associates and joint ventures at FVTPL is available separately for each associate or joint venture, and that election should be made at initial recognition of the associate or joint venture. In respect of the option for a Company that is not an investment Company (IE) to retain the fair value measurement applied by its associates and joint ventures that are IEs when applying the equity method, the amendments make a similar clarification that this choice is available for each IE associate or IE joint venture. The amendments apply retrospectively with earlier application permitted.

Both the amendments to IFRS 1 and IAS 28 are effective for annual periods beginning on or after 1 January 2018. The Company’s management do not anticipate that the application of the amendments in the future will have any impact on the Company consolidated financial statements as the Company is neither a first-time adopter of IFRS nor a venture capital organization. Furthermore, the Company does not have any associate or joint venture that is an investment Company.

IFRIC 22 addresses how to determine the ‘date of transaction’ for the purpose of determining the exchange rate to use on initial recognition of an asset, expense or income, when consideration for that item has been paid or received in advance in a foreign currency which resulted in the recognition of a non-monetary asset or non-monetary liability (e.g. a non-refundable deposit or deferred revenue).

The Interpretation specifies that the date of transaction is the date on which the Company initially recognizes the non-monetary asset or non-monetary liability arising from the payment or receipt of advance consideration. If there are multiple payments or receipts in advance, the Interpretation requires a Company to determine the date of transaction for each payment or receipt of advance consideration.

The Interpretation is effective for annual periods beginning on or after 1 January 2018 with earlier application permitted. Entities can apply the Interpretation either retrospectively or prospectively. Specific transition provisions apply to prospective application.

The Company’s management do not anticipate that the application of the amendments in the future will have an impact on the Company’s consolidated financial statements. This is because the Company already accounts for transactions involving the payment or receipt of advance consideration in a foreign currency in a way that is consistent with the amendments.

On February 22, 2018, the issuance of these consolidated financial statements was authorized by Fernando Bosque Mohíno, Chief Executive Officer, and Saúl Villarreal García, Chief Financial Officer. Consequently, these consolidated financial statements do not reflect events after this date and are subject to approval at the Ordinary General Shareholders’ Meeting, where they may be modified based on provision set forth by the Mexican General Corporate Law.

Item 13.	Defaults, Dividend Arrearages and Delinquencies	147

Item 14.	Material Modifications to the Rights of Security Holders and Use of Proceeds	147

Item 15.	Controls and Procedures	147

Item 16.	Reserved	149

Item 16A.	Audit Committee Financial Expert	149

Item 16B.	Code of Ethics	149

Item 16C.	Principal Accountant Fees and Services	149

Item 16D.	Exemptions from the Listing Standards for Audit Committees	150

Item 16E.	Purchases of Equity Securities by the Issuer and Affiliated Purchasers	150

Item 16F.	Change in Registrant’s Certifying Accountant.	150

Item 16G.	Corporate Governance	150

Item 17.	Financial Statements	154

Item 18.	Financial Statements	154

Item 19.	Exhibits	155

	Exchange Rate
Year ended December 31,	High		Low		Period End		Average (1)
2013		13.43		11.98		13.10		12.76
2014		14.79		12.85		14.75		13.30
2015		17.36		14.56		17.20		15.87
2016		20.84		17.19		20.62		18.67
2017	21.89		17.48		19.64		18.88
November 2017	19.26		18.51		18.63		18.93
December 2017	19.73		18.62		19.64		19.81
2018
January 2018	19.48		18.49		18.62		18.91
February 2018	18.90		18.36		18.84		18.65
March 2018	18.86		18.17		18.17		18.59
April 2018 ⁽²⁾	18.33		18.08		18.08		18.21

	Year ended December 31,
	2015			2016		2017
		(thousands of pesos)
Guadalajara	Ps.		209,230	Ps.	549,588	Ps.	405,868
Tijuana			186,566		422,522		393,306
Los Cabos			158,105		206,013		316,388
Puerto Vallarta			108,518		92,190		162,955
Hermosillo			74,606		132,119		202,084
Guanajuato			58,406		103,143		143,025
La Paz			32,788		52,471		25,794
Mexicali			43,220		48,700		42,639
Aguascalientes			59,692		52,671		29,990
Morelia			134,979		86,879		18,263
Los Mochis			31,622		16,684		21,014
Manzanillo			28,689		20,109		10,115
Other (1)			1,961		28,713		29,959
Total	Ps.		1,128,382	Ps.	1,811,802	Ps.	1,801,399

	Year ended December 31,
	2015		2016		2017
	(thousands of pesos)
Terminals	Ps.	476,369	Ps.	792,939	Ps.	793,164
Runways and aprons		232,924		720,416		657,298
Machinery and equipment		411,153		235,650		338,631
Other		7,936		62,797		12,306
Total	Ps.	1,128,382	Ps.	1,811,802	Ps.	1,801,399

	Year ended December 31,
	2015		2016		2017		2018		2019
	(thousands of constant pesos as of December 31, 2012) (1)
Guadalajara	Ps.	230,477	Ps.	645,884	Ps.	315,342	Ps.	136,365	Ps.	30,892
Tijuana		404,850		319,645		231,635		147,700		17,215
Los Cabos		183,833		186,421		235,653		252,845		176,369
Puerto Vallarta		104,725		162,204		69,700		13,477		10,456
Hermosillo		88,508		187,245		102,870		4,730		2,770
Guanajuato		65,333		101,453		60,484		40,160		2,270
La Paz		43,670		35,319		30,048		62,002		14,914
Mexicali		40,747		49,012		66,300		30,410		900
Aguascalientes		64,770		79,512		8,503		19,603		18,376
Morelia		124,974		41,557		11,899		18,355		19,450
Los Mochis		31,085		20,556		12,741		17,760		3,780
Manzanillo		29,261		13,761		12,509		15,930		9,400
Total	Ps.	1,412,233	Ps.	1,842,569	Ps.	1,157,684	Ps.	759,337	Ps.	306,792

Pacific Airport Group		United Mexican States
(Translation of registrant’s name into English)		(Jurisdiction of incorporation or organization)

Title of each class:		Number of Shares
Series B Shares		476,850,000
Series BB Shares		84,150,000

Large accelerated filer	☒	Accelerated filer	☐	Non-accelerated filer	☐
				Emerging growth company	☐

	Forward-Looking Statements	1

Item 1.	Identity of Directors, Senior Management and Advisers	2

Item 2.	Offer Statistics and Expected Timetable	2

Item 3.	Key Information	2

	Selected Financial and Other Data	2

	Exchange Rates	5

	Risk Factors	5

Item 4.	Information on the Company	24

	History and Development of the Company	24

	Business Overview	30

	Regulatory Framework	59

	Organizational Structure	76

	Property, Plant And Equipment	76

Item 4A.	Unresolved Staff Comments	77

Item 5.	Operating and Financial Review and Prospects	77

Item 6.	Directors, Senior Management and Employees	118

Item 7.	Major Shareholders and Related Party Transactions	125

	Major Shareholders	125

	Related Party Transactions	126

Item 8.	Financial Information	127

	Legal Proceedings	127

	Dividends	130

Item 9.	The Offer and Listing	132

	Stock Price History	132

	Trading on the Mexican Stock Exchange	132

Item 10.	Additional Information	133

	Corporate Governance	133

	Material Contracts	140

	Exchange Controls	141

	Taxation	141

	Documents On Display	143

Item 11.	Quantitative and Qualitative Disclosures About Market Risk	144

Item 12.	Description of Securities Other Than Equity Securities	145

Item 12A.	Debt Securities	146

Item 12B.	Warrants and Rights	146

Item 12C.	Other Securities	146

Item 12D.	American Depositary Shares	146

Airport	For year ended December 31, 2017
Guadalajara		27.8	%
Montego Bay		16.2	%
Los Cabos		15.6	%
Tijuana		13.2	%
Puerto Vallarta		12.3	%
Eight other Mexican airports (combined)		14.9	%
Total revenues		100.0	%

	Commercial Aviation Passengers (1)
	(thousands)
Mexico City		44,520
Cancun		23,602
Guadalajara*		12,780
Monterrey		9,683
Tijuana*		7,089
Los Cabos*		4,702
Puerto Vallarta*		4,433
Merida		2,148
Guanajuato*		1,940
Culiacan		1,857

	Peak air traffic movements per hour (1) (2)	Runway capacity (3)
Guadalajara	44	39
Tijuana	19	36
Los Cabos	32	42
Puerto Vallarta	33	37
Hermosillo	20	30
Guanajuato	13	16
La Paz	10	15
Mexicali	7	14
Aguascalientes	8	12
Morelia	8	14
Los Mochis	8	16
Manzanillo	5	16

	For the year ended December 31,
	2015		2016		2017
Guadalajara		145,118		158,985		167,274
Tijuana		52,913		61,762		63,292
Los Cabos		39,090		43,792		49,773
Puerto Vallarta		47,096		50,546		54,389
Guanajuato		32,800		34,010		34,097
Hermosillo		41,641		44,527		41,326
La Paz		16,159		19,141		18,409
Mexicali		10,453		10,311		10,457
Aguascalientes		15,139		15,836		15,586
Morelia		14,578		14,450		14,899
Los Mochis		10,859		12,157		10,821
Manzanillo		6,468		6,296		5,336
Total		432,314		471,813		485,659

	January 1 to December 31, 2016		January 1 to December 31, 2017
Revenues (in thousands of pesos):
Sum of Aeronautical and Non-Aeronautical Revenues	Ps.	1,607,689	Ps.	1,786,556
Passenger Traffic (in thousands):
Terminal passengers		3,902		4,226
International passengers		3,893		4,217
Domestic passengers		9		9
Transit passengers		51		59
Air Traffic Movements (1) :
Peak air traffic movements per hour (2)		21		21
Runway capacity (3)		33		33
Total air traffic movements (in thousands):		41		41
Commercial aviation		27		28
Charter aviation		2		2
General aviation and other		12		12
Average passengers per air traffic movement		95		102

Name of Company	Jurisdiction of Organization	Percentage Owned (1)			Description
Aeropuerto de Guadalajara, S.A. de C.V.	Mexico		100	%	Holder of concession for Guadalajara International Airport
Aeropuerto de Tijuana, S.A. de C.V.	Mexico		100	%	Holder of concession for Tijuana International Airport
Aeropuerto de Puerto Vallarta, S.A. de C.V.	Mexico		100	%	Holder of concession for Puerto Vallarta International Airport
Aeropuerto de San José del Cabo, S.A. de C.V.	Mexico		100	%	Holder of concession for Los Cabos International Airport
Aeropuerto de Hermosillo, S.A. de C.V.	Mexico		100	%	Holder of concession for Hermosillo International Airport
Aeropuerto del Bajío, S.A. de C.V.	Mexico		100	%	Holder of concession for Guanajuato International Airport
Aeropuerto de Morelia, S.A. de C.V.	Mexico		100	%	Holder of concession for Morelia International Airport
Aeropuerto de La Paz, S.A. de C.V.	Mexico		100	%	Holder of concession for La Paz International Airport
Aeropuerto de Aguascalientes, S.A. de C.V.	Mexico		100	%	Holder of concession for Aguascalientes International Airport
Aeropuerto de Mexicali, S.A. de C.V.	Mexico		100	%	Holder of concession for Mexicali International Airport
Aeropuerto de Los Mochis, S.A. de C.V.	Mexico		100	%	Holder of concession for Los Mochis International Airport
Aeropuerto de Manzanillo, S.A. de C.V.	Mexico		100	%	Holder of concession for Manzanillo International Airport
Desarrollo de Concesiones Aeroportuarias, S.L.U.	Spain		100	%	Holder of 74.5% stake in MBJA
MBJ Airports Limited	Jamaica		74.5	%	Holder of concession for Montego Bay International Airport
Servicios a la Infraestructura Aeroportuaria del Pacífico, S.A. de C.V.	Mexico		100	%	Provider of administrative services to our other subsidiaries
Corporativo de Servicios Aeroportuarios, S.A. de C.V.	Mexico		100	%	Provider of operational services to our other subsidiaries
Puerta Cero Parking, S.A. de C.V.	Mexico		100	%	Provider of car parking administration services to our other subsidiaries
GA del Pacífico Participações do Brasil LTDA	Brazil		100	%	Holding company for other acquisitions ( incorporated in 2010; not operational through the date of this filing )
Fundación Grupo Aeroportuario del Pacífico, A.C.	Mexico		100	%	Non-profit company incorporated in 2013 to manage charitable donations and social welfare activities

	Year ended December 31,
Airport:	2015					2016					2017
	Passengers		% change			Passengers		% change			Passengers		% change
	(in thousands, except percentages)
Guadalajara		4,512.7		11.5	%		5,254.4		16.4	%		5,944.1		13.1	%
Tijuana		2,315.6		13.3			3,016.2		30.3			3,379.4		12.0
Los Cabos		1,801.9		12.2			2,093.7		16.2			2,425.3		15.8
Puerto Vallarta		1,751.7		14.8			1,985.8		13.4			2,212.7		11.4
Montego Bay (1)		1,334.9		100.0			1,948.2		45.9			2,105.8		8.1
Guanajuato		725.1		22.4			832.6		14.8			953.3		14.5
Hermosillo		618.5		8.0			726.5		17.5			780.2		7.4
La Paz		334.3		3.8			411.3		23.0			414.5		0.8
Mexicali		282.0		18.5			339.1		20.2			382.3		12.7
Aguascalientes		308.3		18.4			336.7		9.2			367.9		9.3
Morelia		229.1		0.3			259.2		13.1			298.6		15.2
Los Mochis		141.3		27.4			170.3		20.5			170.3		(0.0	)
Manzanillo		94.2		(7.3	)		93.9		(0.3	)		88.6		(5.6	)
Total		14,449.6		12.6	%		17,467.9		20.9	%		19,523.0		11.8	%

Year ended December 31,	Total Capital Expenditures
	(thousands of pesos) (1)
2015	Ps.		1,123,882
2016		1,811,802
2017		1,801,399

Standard		Effective as of
IFRS 9 – Financial Instruments		January 1, 2018
IFRS 15 – Revenue from Contracts with Customers		January 1, 2018
IFRS 16 – Leases		January 1, 2019
Amendments to IFRS 2		January 1, 2018
Amendments to IFRS 10 and IAS 28		January 1, 2018
Amendments to IAS 40		January 1, 2018
Amendments to IFRSs		January 1, 2018
IFRIC 22		January 1, 2019

	Payments due by period
	Total		Less than 1 year (4)		1-3 years		3-5 years				More than 5 years
	(in millions of pesos)
Contractual Obligations:
Master Development Programs (1)(5)	Ps.	1,066.1	Ps.	759.3	Ps.	306.8	Ps.	n/a		Ps.	n/a
Capital Development Program (7)		208.7		—		208.7		n/a			n/a
Purchase Obligations (2)		186.9		112.2		74.7		n/a			n/a
Debt		13,252.3		141.4		2,308.3			9,076.6			1,725.9
Interest from Debt (6)		3,166.4		809.2		1,368.6			720.1			268.5
Operating Lease Obligations (3)		28.2		6.3		21.5			0.4		n/a
Total	Ps.	17,908.7	Ps.	1,828.4	Ps.	4,288.6	Ps.		9,797.1	Ps.		1,994.4

Name	Title	Director since	Age	Alternate
Laura Díez Barroso Azcárraga (1)	Chairwoman and Director (AMP)	April 21, 2015	66	Carlos Laviada Ocejo
Juan José Álvarez Gallego (1)	Director (AMP)	February 22, 2018	63	Alejandro Cortina Gallardo
Juan Gallardo Thurlow (1)	Director (AMP)	April 26, 2016	70	Eduardo Sánchez Navarro Redo
José Manuel Fernández Bosch (1)	Director (AMP)	February 22, 2018	49	Carlos Manuel Porrón Suárez
Alfredo Casar Pérez (2)	Director (appointed by Grupo México)	April 26, 2016	64		—
Carlos Cárdenas Guzmán (3)	Director (Independent)	September 22, 2011	67		—
Joaquin Vargas Guajardo (3)	Director (Independent)	April 16, 2012	64		—
Álvaro Fernández Garza (3)	Director (Independent)	February 26, 2014	50		—
Juan Díez-Canedo Ruíz (3)	Director (Independent)	April 23, 2014	67		—
Ángel Losada Moreno (3)	Director (Independent)	April 23, 2014	63		—
Roberto Servitje Achutegui (3) (4)	Director (Independent)	April 16, 2012	64		—

Name	Current position	Executive officer since	Age
Fernando Bosque Mohíno	Chief Executive Officer	January 1, 2011		64
Saúl Villarreal García	Chief Financial Officer	February 25, 2015		47
Sergio Enrique Flores Ochoa	General Counsel	February 8, 2002		65
Jorge Luis Valdespino Rivera	Director of Human Resources	August 21, 2006		54
Tomás Enrique Ramírez Vargas	Director of Commercial Activities	August 1, 2013		37
José Ángel Martínez Sánchez	Director of Technical Operations	May 7, 2016		42

	December 31,
	2015		2016		2017 (2)
By category of activity:
Airport operations		523		534	585
Airport maintenance		142		144	208
Administration (1)		213		217	300
Fundación GAP		7		16	24
By geographic location:
Guadalajara		139		146	194
Tijuana		84		91	109
Los Cabos		78		81	109
Puerto Vallarta		86		87	113
Hermosillo		54		54	66
Guanajuato		53		54	70
La Paz		43		43	53
Mexicali		44		44	52
Aguascalientes		44		44	48
Morelia		47		47	51
Los Mochis		39		39	45
Manzanillo		33		34	38
Total (1)		885		911		1,117

	Number of Shares				Percentage of Total Capital Stock
Identity of shareholder	B Shares		BB Shares		B Shares			BB Shares
AMP		13,519,900		84,150,000		2.4	%		15.0	%
Grupo México S.A.B. de C.V. (1)		71,837,430		—		12.8	%		—
Weston Hill Equity Holdings, LP (2)		39,197,385		—		7.0	%		—
Public (3)		352,295,285		—		62.8	%		—

	U.S.$ per ADR (1)				Pesos per Series B Share
Year ended December 31,	Low		High		Low		High
2013		42.55		65.95		56.61		80.76
2014		48.65		75.13		63.37		98.75
2015		57.51		96.58		89.09		161.21

	U.S.$ per ADR (1)		Pesos per Series B Share
Current Year:	Low	High	Low	High
First Quarter	94.37	108.89	178.22	206.37

	U.S.$ per ADR (1)		Pesos per Series B Share
Monthly Prices:	Low	High	Low	High
November 2017	89.18	99.55	170.63	185.49
December 2017	101.45	106.16	194.37	202.97
January 2018	101.67	108.89	193.41	206.37
February 2018	94.37	106.43	178.22	194.52
March 2018	95.98	101.79	179.63	189.08
April 2018 (2)	98.93	110.48	181.00	199.89

Capital Stock	Authorized		Issued and Outstanding
Series B shares		476,850,000		476,850,000
Series BB shares		84,150,000		84,150,000
Total		561,000,000		561,000,000

	Notional amount		Coverage												Market value at December 31, 2017
	(millions)		start date	Rate	Floor			CAP 1			CAP 2			Due date	(in millions)
HSBC	U.S.$	95.5	March 2016	Libor 30		0.42	%		1.75	%		2.75	%	January 2021	Ps.	16.4
HSBC	U.S.$	95.5	March 2016	Libor 30		0.42	%		1.75	%		2.75	%	February 2021		16.8
Scotiabank	Ps.	2,200.0	April 2016	TIIE-28		4.05	%		5.75	%		6.75	%	February 2021		37.6
HSBC	Ps.	1,500.0	May 2017	7.21%		—			—			—		March 2022		36.0
Total															Ps.	106.8

Service	Fee or Charge Amount	Payee

Execution and delivery of ADRs	U.S.$5.00 (or less) per 100 ADSs (or portion of 100 ADSs)	Bank of New York Mellon

Surrender of ADRs	U.S.$5.00 (or less) per 100 ADSs (or portion of 100 ADSs)	Bank of New York Mellon

Any cash distribution to ADR registered holders	U.S.$0.02 (or less) per ADS	Bank of New York Mellon

Distribution of securities distributed to holders of deposited securities which are distributed by the depositary to ADR registered holders	A fee equivalent to the fee that would be payable if securities distributed to you had been shares and the shares had been deposited for issuance of ADSs	Bank of New York Mellon

Registration of transfers of shares on our share register to or from the name of the depositary or its agent when you deposit or withdraw shares	Registration or transfer fees	Bank of New York Mellon

Cable, telex and facsimile transmissions (as expressly provided in the deposit agreement)	Expenses of the depositary	Bank of New York Mellon

Converting foreign currency to U.S. dollars	Expenses of the depositary	Bank of New York Mellon

Taxes and other governmental charges the Bank of New York Mellon or the custodian has to pay on any ADR or share underlying an ADR, for example, stock transfer taxes, stamp duty or withholding taxes	As necessary	Bank of New York Mellon

Other fees, as necessary	Any charges incurred by Bank of New York Mellon or its agents for servicing the deposited securities	Bank of New York Mellon

2017	(a) Total number of shares purchased (1) (2)		(b) Average price paid per share in Pesos		(c) Total number of shares purchased as part of publicly announced plans or programs (3)		(d) Approximate dollar value that may yet be purchased under the plans or programs (in million)
January 1-31		—		—		—		—
February 1-28		—		—		—		—
March 1-31		—		—		—		—
April 1-30		—		—		—		—
May 1-31		—		—		—		—
June 1-30		—		—		—		—
July 1-31		—		—		—		—
August 1-31		—		—		—		—
September 1-30		—		—		—		—
October 1-31		—		—		—		—
November 1-30		—		—		—		—
December 1-31		—		—		—		—
2017 Total		—		—		—		—


NYSE Standards for Domestic Listed Companies (1)		Our Corporate Governance Practices
Director Independence.
§303A.01 specifies that listed companies must have a majority of independent directors. To qualify as independent, a director must satisfy the criteria set forth in §303A.02. In particular, a director is not independent if such director is: (i) not a person who the board affirmatively determines has no material direct or indirect relationship with the company, its parent or a consolidated subsidiary; (ii) an employee, or an immediate family member of an executive officer, of the company, its parent or a consolidated subsidiary, other than employment as interim chair or CEO; (iii) a person who receives, or whose immediate family member receives, more than $120,000 during any twelve-month period within the last three years in direct compensation from the company, its parent or a consolidated subsidiary, other than director and committee fees or deferred compensation for prior services only (and other than compensation for service as interim chair or CEO or received by an immediate family member for service as a non-executive employee); (iv) a person who is affiliated with or employed, or whose immediate family member is affiliated with or employed in a professional capacity, by a present or former internal or external auditor of the company, its parent or a consolidated subsidiary; (v) an executive officer, or an immediate family member of an executive officer, of another company whose compensation committee’s membership includes an executive officer of the listed company, its parent or a consolidated subsidiary; or (vi) an executive officer or employee of a company, or an immediate family member of an executive officer of a company, that makes payments to, or receives payments from, the listed company, its parent or a consolidated subsidiary for property or services in an amount which, in any single fiscal year, exceeds the greater of $1 million or 2% of such other company’s consolidated gross revenues (charities are not included, but any such payments must be disclosed in the company’s proxy (or, if no proxy is prepared, its Form 10-K / annual report)).		Pursuant to the Securities Market Law and Article 15 of our bylaws, at least 25% of the members of our board of directors must be independent. Determinations regarding independence must be made by our shareholders applying the provisions of the Securities Market Law and our bylaws (which incorporate Section 10A-3 of the Exchange Act). The determination of independence under the Securities Market Law differs in certain respect from the provisions of §303A.02. Under Article 26 of the Securities Market Law, a director is not independent if such director is: (i) an employee or officer of the company or of another company that is a member of the same corporate group ( consorcio o grupo empresarial ) as the company (or a person who has been so within the prior year); (ii) a person that, without being an employee or officer of the company, has influence or authority over the company or its officers, or over another company that is a member of the same corporate group as the company; (iii) an important client, supplier, debtor or creditor (or a partner, director or employee thereof). A client or supplier is considered important if its sales to or purchases from the company represent more than 10% of its total sales or purchases within the prior year. A debtor or creditor is considered important if the aggregate amount of the relevant loan represents more than 15% of its or the company’s aggregate assets; (iv) a shareholder that is a part of the control group of the company; or (v) a family member, spouse or concubine of any of the persons mentioned in (i) through (iv) above. Currently, our board of directors consists of eleven directors. Six of such directors qualify as independent in accordance with the Securities Market Law and our bylaws, and one director has been designated by a holder of 10% of our capital stock in the form of Series B shares in accordance with our bylaws.


Executive Sessions.
§303A.03 specifies that non-management directors must meet at regularly scheduled executive sessions without management. Independent directors should meet alone in an executive session at least once a year.		Mexican law, our bylaws and the Mexican Code of Best Corporate Practices, which we adhere to, do not provide for non-management executive sessions. None of our managers are members of either our board of directors or our other committees, except that our chief executive officer is the chair of our Operating Committee, as provided for in Article 27 of our bylaws.

Committees for Director Nominations and Compensation and for Corporate Governance.
§303A.04 (a) specifies that listed companies must have a nominating/corporate governance committee composed entirely of independent directors. §303A.05 (a) specifies that listed companies must have a compensation committee composed entirely of independent directors.		We have a “Nominations and Compensation Committee.” We also have an Audit Committee, which, pursuant to Article 31 of our bylaws, has been assigned certain corporate governance ( prácticas societarias ) oversight obligations mandated by the Securities Market Law. Under Mexican corporate law, a corporation’s “board committees,” except for audit and corporate governance committees need not be composed only of members of the corporation’s board of directors. Article 28 of our bylaws provides that at least a majority of the members of our Nominations and Compensation Committee must be members of our board of directors. No express independence requirements apply to this committee. Currently, the committee consists of 2 members, both of whom are members of our board of directors, and one of whom is independent as defined under the Securities Market Law and Section 10A-3 of the Exchange Act.

Audit Committee.
§303A.06 specifies that listed companies must have an audit committee that satisfies the requirements of Rule 10A-3 under the Exchange Act. §303A.07 specifies other requirements for audit committees, including a minimum of three members who satisfy the independence requirements of Section 3003A.02.		Foreign private issuers, such as us, are subject to §303A.06 and thus must comply with Rule 10A-3. We are in compliance with Rule 10A-3 and, as such, our Audit Committee consists entirely of members of our board of directors who meet the independence requirements prescribed in that rule. (The Securities Market Law likewise contains a requirement that our Audit Committee be entirely independent.) We are not subject to §303A.07. As such, our Audit Committee charter (contained in Article 32 of our bylaws) does not make provision for every one of the specific duties required by §303A.07. See above for a description of the composition of our Audit Committee.


Corporate Governance Guidelines.
§303A.09 specifies that listed companies must adopt and disclose corporate governance guidelines.		Mexican law does not require us to disclose corporate governance guidelines and we have not done so. However, pursuant to the Securities Market Law, we have adopted board guidelines covering corporate governance matters such as the use of corporate assets, certain transactions with related parties (including loans to officers), repurchases of shares, communications with shareholders, managers and directors, and other matters.

Code of Ethics.
§303A.10 specifies that corporate governance guidelines and a code of business conduct and ethics is required, with disclosure of any waiver for directors or executive officers.		We have adopted a code of ethics, which has been accepted by all of our directors and executive officers and other personnel. A copy of our code of ethics is available on our website: www.aeropuertosgap.com.mx.

Equity Compensation Plans.
§303A.08 & 312.03 specify that equity compensation plans require shareholder approval, subject to limited exemptions.		No equity-compensation plans have been approved by our shareholders. Shareholders’ approval is not expressly required under our bylaws for the adoption and amendment of an equity-compensation plan.

Shareholder Approval for Issuance of Securities.
§§312.03(b)-(d) specify that issuances of securities (1) that will result in a change of control of the issuer, (2) that are to a related party or someone closely related to a related party, (3) that have voting power equal to at least 20% of the outstanding common stock voting power before such issuance or (4) that will increase the number of shares of common stock by at least 20% of the number of outstanding shares before such issuance require shareholder approval.		Mexican law and our bylaws require us to obtain shareholder approval of the issuance of new equity securities.

Conflicts of Interest.
§314.00 specifies that the determination of how to review and oversee related party transactions is left to the listed company. The audit committee or comparable body, however, could be considered the forum for such review and oversight. §312.03(b) specifies that certain issuances of common stock to a related party require shareholder approval.		Pursuant to Mexican law, our bylaws and applicable internal guidelines, provided that the corporate practices committee of our board of directors has opined favorably, our board of directors must vote on whether or not to grant approval of certain transactions with a related party that (i) are outside the ordinary course of our business; or (ii) are at non-market prices. A director with an interest in the transaction is not permitted to vote on its approval.


Solicitation of Proxies.
§§402.01 & 402.04 specifies that the solicitation of proxies and provision of proxy materials is required for all meetings of shareholders. Copies of such proxy solicitations are to be provided to NYSE.		We are not required to distribute proxy materials to, or solicit the return of proxies from, our shareholders. In accordance with Mexican law and our bylaws, we inform shareholders of all meetings by public notice, which states the requirements for admission to the meeting and provides a mechanism by which shareholders can vote through a representative using a power of attorney. Under the new Mexican Securities Market Law, we have to make power of attorney forms available to shareholders at their request. Under the deposit agreements relating to our ADSs, holders of our ADSs receive notices of shareholders’ meetings and, where applicable, instructions on how to vote at the shareholders’ meeting through the depositary.


		Page

Report of Independent Registered Public Accounting Firm for the Year Ended December 31, 2015		F-1

Report of Independent Registered Public Accounting Firm for the Years Ended December 31, 2016 and 2017		F-2

Consolidated Statements of Financial Position as of December 31, 2015, 2016 and 2017		F-3

Consolidated Statements of Profit or Loss and Other Comprehensive Income for the Years Ended December 31, 2015, 2016 and 2017		F-5

Consolidated Statements of Changes in Equity for the Years Ended December 31, 2015, 2016 and 2017		F-6

Consolidated Statements of Cash Flows for the Years Ended December 31, 2015, 2016 and 2017		F-8

Notes to Consolidated Financial Statements		F-9

Exhibit No.		Description

1.1		An English translation of the Amended and Restated Bylaws (Estatutos Sociales) of the Company.

2.1		Deposit Agreement among the Company, The Bank of New York Mellon (formerly The Bank of New York) and all registered holders from time to time of any American Depositary Receipts, including the form of American Depositary Receipt (incorporated by reference to our registration statement on Form F-1 (File No. 333-131220) filed on January 23, 2006).

3.1		Trust Agreement among the Company, AMP and Bancomext, together with an English translation (incorporated by reference to our registration statement on Form F-1 (File No. 333-131220) filed on January 23, 2006).

4.1		Amended and Restated Guadalajara Airport Concession Agreement and annexes thereto, together with an English translation and a schedule highlighting the differences between this concession and the Company’s other concessions (incorporated by reference to our registration statement on Form F-1 (File No. 333-131220) filed on January 23, 2006).

4.2		Participation Agreement and Amendment No. 1 thereto among the Registrant, the Mexican Federal Government through the SCT, Nacional Financiera, S.N.C., the Company, Servicios a la Infraestructura Aeroportuaria del Pacífico, S.A. de C.V., Aeropuerto de Aguascalientes, S.A. de C.V., Aeropuerto del Bajío, S.A. de C.V., Aeropuerto de Guadalajara, S.A. de C.V., Aeropuerto de Hermosillo, S.A. de C.V., Aeropuerto de La Paz, S.A. de C.V., Aeropuerto de Los Mochis, S.A. de C.V., Aeropuerto de Manzanillo, S.A. de C.V., Aeropuerto de Mexicali, S.A. de C.V., Aeropuerto de Morelia, S.A. de C.V., Aeropuerto de Puerto Vallarta, S.A. de C.V., Aeropuerto de San José del Cabo, S.A. de C.V., Aeropuerto de Tijuana, S.A. de C.V., AMP, AENA, Aeropuerto del Pacífico Ángeles, S.A. de C.V., Inversora del Noroeste, S.A. de C.V., Grupo Dragados, S.A., Grupo Empresarial Ángeles, S.A. de C.V., Bancomext and the ASA, together with an English translation (incorporated by reference to our registration statement on Form F-1 (File No. 333-131220) filed on January 23, 2006).

4.3		Technical Assistance and Technology Transfer Agreement among the Registrant, Servicios a la Infraestructura Aeroportuaria del Pacífico, S.A. de C.V., Aeropuerto de Aguascalientes, S.A. de C.V., Aeropuerto del Bajío, S.A. de C.V., Aeropuerto de Guadalajara, S.A. de C.V., Aeropuerto de Hermosillo, S.A. de C.V., Aeropuerto de La Paz, S.A. de C.V., Aeropuerto de Los Mochis, S.A. de C.V., Aeropuerto de Manzanillo, S.A. de C.V., Aeropuerto de Mexicali, S.A. de C.V., Aeropuerto de Los Mochis, S.A. de C.V., Aeropuerto de Puerto Vallarta, S.A. de C.V., Aeropuerto de San José del Cabo, S.A. de C.V., Aeropuerto de Tijuana, S.A. de C.V., AMP, AENA, Aeropuerto del Pacífico Ángeles, S.A. de C.V., Inversora del Noroeste, S.A. de C.V., Grupo Dragados, S.A., and Grupo Empresarial Ángeles, S.A. de C.V., together with an English translation (incorporated by reference to our registration statement on Form F-1 (File No. 333-131220) filed on January 23, 2006).

4.4		Professional Services Agreement between Aeropuerto de Guadalajara, S.A. de C.V. and AENA Desarrollo Internacional, S.A. dated as of August 4, 2008 (English translation) and a schedule highlighting the differences between this agreement and similar agreements with the Company’s other airport operating subsidiaries (incorporated by reference to our Form 20-F filed on June 29, 2010).

8.1		List of subsidiaries of the Company.*

11.1		Code of Ethics of the Company (incorporated by reference to our annual report on Form 20-F for the year ended December 31, 2005, filed on May 10, 2007).

12.1		Certification of Chief Executive Officer pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.*

12.2		Certification of Chief Financial Officer pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.*

13.1		Certifications of Chief Financial Officer and Chief Executive Officer pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.*

101. INS		XBRL Instance Document.

101. SCH		XBRL Taxonomy Extension Schema Document.

101. CAL		XBRL Taxonomy Extension Calculation Linkbase Document.

101. LAB		XBRL Taxonomy Extension Label Linkbase Document.

101. PRE		XBRL Taxonomy Extension Presentation Linkbase Document.

101. DEF		XBRL Taxonomy Extension Definition Document.