Published: April 8, 2020
The "DFW" you know today, could have looked completely different. Back in 1989, airport planners proposed to gradually eliminate Dallas/Fort Worth Airport's characteristic semi-circular terminals, replacing them with linear satellite terminals.
This two-part article retells the story. In Part 1, we will explore why planners thought that a radical change to DFW's layout was necessary.
I want to give a special thanks to Jonathan Massey and Austin Reed of Corgan. Without their assistance, this article would not have been possible.
This two-part article retells the story. In Part 1, we will explore why planners thought that a radical change to DFW's layout was necessary.
I want to give a special thanks to Jonathan Massey and Austin Reed of Corgan. Without their assistance, this article would not have been possible.
Setting the stage: The 1980s traffic boom
MEGA 1970S JETPORT
With its semi-circular terminal buildings, Dallas/Fort Worth Airport has one of the most recognizable airport layouts in the world. Opened in January 1974, the airport's "drive-to-the-gate" concept was devised in a time when it was thought that "DFW" would mainly serve people originating in, and destined for the Dallas-Fort Worth metroplex.
Each of the four terminals would serve one major airline or a group of smaller airlines. In the master plan it was envisaged that 13 circular terminals would be built.
With its semi-circular terminal buildings, Dallas/Fort Worth Airport has one of the most recognizable airport layouts in the world. Opened in January 1974, the airport's "drive-to-the-gate" concept was devised in a time when it was thought that "DFW" would mainly serve people originating in, and destined for the Dallas-Fort Worth metroplex.
Each of the four terminals would serve one major airline or a group of smaller airlines. In the master plan it was envisaged that 13 circular terminals would be built.
I think American Airlines' growth will let DFW overtake Atlanta
- DFW Airport's Executive Director in 1987
DEREGULATION AND GROWTH
In 1978, a huge paradigm shift took place which would bring profound change to the US aviation industry. On October 24 of that year, The Airline Deregulation Act was signed into law by President Carter. The law gradually removed federal government control over such areas as fares, routes and market entry of new airlines.
A few years later, in 1981, American Airlines and Delta, DFW's two principal carriers, both introduced hub-and-spoke operations, rapidly adding routes and frequencies, and funneling more connecting passengers through the airport. As a result, traffic at DFW boomed, with growth even hitting double digits in the mid-1980s (see bar graph), and far outpacing growth at other US airports.
In 1978, a huge paradigm shift took place which would bring profound change to the US aviation industry. On October 24 of that year, The Airline Deregulation Act was signed into law by President Carter. The law gradually removed federal government control over such areas as fares, routes and market entry of new airlines.
A few years later, in 1981, American Airlines and Delta, DFW's two principal carriers, both introduced hub-and-spoke operations, rapidly adding routes and frequencies, and funneling more connecting passengers through the airport. As a result, traffic at DFW boomed, with growth even hitting double digits in the mid-1980s (see bar graph), and far outpacing growth at other US airports.
At the time, DFW was the fourth busiest airport behind Chicago's O'Hare, Atlanta Hartsfield and LAX. The expectation was that DFW would eventually become the second busiest airport in the US after O'Hare Airport, the undisputed "number one" in those days.
By 1987, American and Delta carried over 80% of the airport's traffic and they transferred two-thirds of their passengers there. Traffic studies prepared in the late 1980s projected that by 2010 the number of annual passengers would double to over a 100 million. The number of aircraft movements would reach 1.2 million. |
Preparing for growth
A NEW MASTERPLAN
In order to cope with the projected demand the airport needed to be expanded. In 1987, the airport started the preparation of a new master plan--the first one in almost 20 years--outlining how the airport should grow.
Space was not a major issue. With 7209 hectares, DFW was the largest airport in the United States--until it was superseded by the new Denver International Airport in 1995--and was one of the only unconstrained airports left in the United States.
The original master plan envisioned six runways, which by the late 1980s had all been built. In order to cater for growth, two new north-south runways were planned, as well as a lengthening of the two oldest north-south runways.
In order to cope with the projected demand the airport needed to be expanded. In 1987, the airport started the preparation of a new master plan--the first one in almost 20 years--outlining how the airport should grow.
Space was not a major issue. With 7209 hectares, DFW was the largest airport in the United States--until it was superseded by the new Denver International Airport in 1995--and was one of the only unconstrained airports left in the United States.
The original master plan envisioned six runways, which by the late 1980s had all been built. In order to cater for growth, two new north-south runways were planned, as well as a lengthening of the two oldest north-south runways.
DFW must be altered to keep pace with the changes in the industry
- Tom Sullivan, DFW's first Executive Director
EXPANSION OF GATES
With Delta and American both having ambitious growth plans, providing more gates was an urgent priority. The projected number of gates needed to be raised from 113 to up to 200 by 2010. For the time being, Delta could still grow comfortably at its terminal 4E (now E) by extending the terminal and by constructing a satellite terminal on the south-eastern side of the terminal, with room for a second one on the north-eastern side. American Airlines, which carried 58% of the airport's traffic, had the most constraints. |
By 1987, the airline occupied 40 gates--many of which equipped with double boarding bridges--in terminals 2E and 3E. Early studies showed that by 2005 American would need about 60 gates. DFW's master plan allowed for the construction of plenty more semi-circular terminals, but this was not a solution as it would have required more passengers to switch between terminals to catch their connecting flight.
In addition, the drive-to-the-gate concept required a substantial amount of ground to be taken up with roadways, parking and transit operations, while the need was for more gates and space for aircraft circulation. Another aspect to consider were American's budding international ambitions with the carrier expecting to open new routes to Europe, Asia and Latin-America in the near future.
Although American had its own Federal Inspection Services (FIS) and a number of international capable gates in terminal 2E, capacity was not sufficient to accommodate the planned growth. Lastly, both American and Delta operated on the eastern side of the airport, leading to congestion on the platform at peak times.
Although American had its own Federal Inspection Services (FIS) and a number of international capable gates in terminal 2E, capacity was not sufficient to accommodate the planned growth. Lastly, both American and Delta operated on the eastern side of the airport, leading to congestion on the platform at peak times.
Enjoying this article?
Sign up to our e-mail newsletter to know when new content goes online!
THE ATLANTA MODEL
A 1987 master plan study prepared by Bechtel concluded that the major expansion should occur west of the International Parkway, the spine road bisecting DFW, and that "the current semi-circular terminals should be abandoned in favor of more efficient building forms".
A 1987 master plan study prepared by Bechtel concluded that the major expansion should occur west of the International Parkway, the spine road bisecting DFW, and that "the current semi-circular terminals should be abandoned in favor of more efficient building forms".
The proposed scheme would create a 60-gate unit comprising of a passenger terminal connected by an underground people mover to three linear satellite concourses.
The scheme was modeled after Atlanta's midfield complex, which was considered the most efficient layout for hub operations. American Airlines would move to the new USD 765 million complex. This would put American and Delta on opposite sides of the airport and relieve the congestion created by the fact that both were operating from the east side. |
ADJUSTING THE PLAN
However, the concept recommended by the study was found to be an inadequate solution to American's planned growth. Among other things, American objected to the cost and operation of a people mover. In addition, they foresaw potential aircraft congestion as the area between the satellites could only be entered and exited from one side
However, the concept recommended by the study was found to be an inadequate solution to American's planned growth. Among other things, American objected to the cost and operation of a people mover. In addition, they foresaw potential aircraft congestion as the area between the satellites could only be entered and exited from one side
American Airlines engaged Corgan, a leading architecture firm, to review the plan and develop alternative designs. The main requirements were that the design would not require a people mover system and provided better aircraft circulation.
A number of alternative schemes were proposed (see gallery below), none of which provided a satisfactory solution. Thus, the people mover was re-introduced, and due to American's continuing and accelerating growth, the level of ambition was raised.
The projected future goals for the terminal facilities were: an increased number of gates; the consolidation of American's operations into one single terminal; to provide for ongoing and future growth; and to improve passenger levels of service. Taking Bechtel's concept as a basis, Corgan created one of the most ambitious airport plans ever conceived.
A number of alternative schemes were proposed (see gallery below), none of which provided a satisfactory solution. Thus, the people mover was re-introduced, and due to American's continuing and accelerating growth, the level of ambition was raised.
The projected future goals for the terminal facilities were: an increased number of gates; the consolidation of American's operations into one single terminal; to provide for ongoing and future growth; and to improve passenger levels of service. Taking Bechtel's concept as a basis, Corgan created one of the most ambitious airport plans ever conceived.
GALLERY: STUDIED ALTERNATIVES
A visionary design
THE WESTSIDE TERMINAL
The proposed Westside Development was a comprehensive plan for the area west of the International Parkway. It encompassed facilities such as a terminal building and satellite piers for mainline and commuter flights; cargo and airmail facilities; a support services building housing facilities for flight crew; and a ground service equipment (GSE) building.
The centerpiece of the scheme was both the terminal building and mainline satellite pier. The colossal terminal building consisted of 7 million square feet (650,000 square meters) of floor space and housed check-in and baggage claim. It would be served by a completely new roadway system from an expanded international parkway. Terminal functions on the main floor would be supported by a 12,000-car parking garage above.
To the north of the terminal building was a 3,600-foot (1,100-meter) 'Satellite Pier Building' boasting 66 gates. The pier could be lengthened to well over a mile long, and house over a 100 gates! The terminal would be connected to the satellite by means of an Automated People Mover (APM) train.
The proposed Westside Development was a comprehensive plan for the area west of the International Parkway. It encompassed facilities such as a terminal building and satellite piers for mainline and commuter flights; cargo and airmail facilities; a support services building housing facilities for flight crew; and a ground service equipment (GSE) building.
The centerpiece of the scheme was both the terminal building and mainline satellite pier. The colossal terminal building consisted of 7 million square feet (650,000 square meters) of floor space and housed check-in and baggage claim. It would be served by a completely new roadway system from an expanded international parkway. Terminal functions on the main floor would be supported by a 12,000-car parking garage above.
To the north of the terminal building was a 3,600-foot (1,100-meter) 'Satellite Pier Building' boasting 66 gates. The pier could be lengthened to well over a mile long, and house over a 100 gates! The terminal would be connected to the satellite by means of an Automated People Mover (APM) train.
This concludes Part 1 of our two-part article on the 1989 scheme to rebuild DFW! In Part 2, we will explore the plans for the Westside Development in great detail, featuring many fantastic artist's impressions of the terminal and satellite pier. We will also find out what lead to the scheme's cancellation. You can read it here.