AIRPORT TERMINAL USE INTERIM PLAN - Dallas Love

AIRPORT IMPACT ANALYSIS/MASTER PLAN Chapter 1 - Airport Inventory

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1.0 INTRODUCTION The first step in the preparation of this master plan for Dallas Love Field (DAL) is a complete inventory of all information that currently exists and pertains to the airport and the immediate surrounding community that the airport serves. Such items include existing airport facilities, area airspace and air traffic control, activity statistics, as well as background information regarding the Dallas metroplex area. The data collection effort also entails defining the role of the airport in the regional and national airspace systems, identifying the local surface transportation system serving the airport, identifying the community’s population, and a review of the airport’s existing Noise Control Program. The information provided in this chapter attempts to outline the foundation for all of the subsequent chapters. The information was obtained through on-site inspection of the airport, interviews with airport staff and tenants, roadway and traffic surveys, as well as meeting with the public and representatives of the local planning agencies and FAA. In addition, available documents and studies concerning the airport and the local Dallas area were researched and information used where appropriate.


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1.1 BACKGROUND INFORMATION Dallas-Love Field is located in an urbanized area within the Dallas, Texas city limits approximately seven miles north of the city’s central business district (CBD). The airport encompasses 1,300 acres and is owned and operated by the City of Dallas. Figure 1-1, Location Map, geographically depicts the location of the airport. Regional freeway access to Dallas Love Field Airport (DAL) is provided by the Dallas North Tollway, the Stemmons Freeway, and the John Carpenter Freeway. Regional arterial access is provided by Mockingbird Lane, Lemmon Drive, Harry Hines Boulevard, and the Northwest Highway. Other arterial roads in the vicinity of DAL include Inwood Road, Denton Drive, Lovers Lane and Midway Road. 1.1.2 Airport Vicinity The area in the vicinity of the airport consists of a mixture of varying types of residential development, commercial uses, industrial uses, and a variety of mixed land uses. Important to this study was the identification of local neighborhood and municipal boundaries in order to assess the impact of future airport activity within the surrounding environs. Figure 1-2, Airport Vicinity Map presents the airport along with neighborhoods, streets, and municipal boundaries identified. The following description of the airport’s surrounding environs is divided into quadrants north, south, east, and west of the airport. North. As depicted, immediately outside the airport boundary west of Shorecrest Road is Bachman Lake and its associated park facilities. Further west of Bachman Lake and Northwest Highway the area consists primarily of commercial/industrial type development. The land area bounded by Webb Chapel, Denton and Lombard contains multi and single family residential uses. Residential uses become consistent north of Lombard and the Calvary Hill Cemetery and east of Harry Hines. More commercial/industrial type development can be found further west of and along the corridors of Denton Road and Harry Hines Boulevard bounded by Interstate 35E (I-35E) and the Northwest Highway. West. Continuing south from the Northwest Highway and east of Walton Walker Boulevard is the Trinity River Green Belt Park which traverses west and south of I-35E. The Love Field West Neighborhood is located directly west of the airport and is bounded by Harry Hines Boulevard, Mockingbird Road, Denton Drive and Burbank. This neighborhood is predominantly single-family housing with a few multi-family dispersed within it. There are a few pockets of strip type commercial development along Denton west of the airport as well as along the Harry Hines corridor. Further west of Harry Hines and east of Stemmons Freeway is the Brook Hollow Country Club that is surrounded by a mix of commercial and industrial land uses south to Record Crossing. A pocket of residential homes is bounded by Harry Hines on the east, Record Crossing on the north, the railroad and Stemmons Freeway to the west, and Inwood Road to the south. South. The airport is bounded on the south by Mockingbird and commercial/industrial uses exist along its entire corridor up to Lemmon Avenue. The land area located between Mockingbird and Inwood contains mostly commercial/industrial uses however there are apartment complexes intermingled as well.


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South of Inwood, the area bounded by Harry Hines, Dallas North Tollway and Lemmon becomes predominantly residential. Within those limits are the Neighborhoods of Oak Lawn Heights, Perry Heights, and Oak Lawn Place. East of Lemmon the area remains mostly residential and extends into Highland Park. Highland Park’s northern most boundary abuts University Park. East. Lemmon Avenue is located along the eastern boundary of the airport. Immediately east of Lemmon, bounded by Mockingbird, the Dallas North Tollway, and Northwest Highway, are several residential neighborhoods including among others, Shorecrest Estates, North Park Love Field, Greenway Park, and Bluffview. Land uses remain predominantly single family residential further to the north and east of Northwest Highway


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Insert Figure 1-1 Vicinity Map


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Insert Figure 1-2 Location Map


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1.1.2 Population According to a report published by the Texas A&M University’s Real Estate Center (Real Estate Market Overview, Dallas, June 2000), Dallas is the second largest Metropolitan Statistical Area (MSA) in Texas, with more than three million people living in the area. The Dallas MSA population growth since 1970 is presented in Table 1-1. The MSA consists of the following counties: Dallas, Collin, Denton, Ellis, Henderson, Hunt, Kaufman, and Rockwall. The three fastest growing counties in the Dallas MSA are Collin, Rockwall, and Denton. Table 1-1 Dallas MSA Population

Year Population Percent Change 1970 1,630,739 1980 2,055,284 26.0 (10 years) 1990 2,689,870 30.8 (10 years) 1991 2,744,147 2.0 1992 2,790,824 1.7 1993 2,842,452 1.8 1994 2,897,325 1.9 1995 2,958,809 2.1 1996 3,032,906 2.5 1997 3,117,245 2.8 1998 3,202,721 2.7 1999 3,280,310 2.4

Source: The Real Estate Center , Texas A&M University, 2000. Population projections for the Dallas MSA developed by the Texas State Data Center and the Texas Water Development Board are presented in Table 1-2. The Texas Water Development Board is projecting a slightly slower growth rate than that of the State Data Center. Table 1-2 Projected Dallas MSA Population

Year Texas State Data Center

Texas Water Development Board

2005 3,525,476 - 2010 3,794,385 3,981,204 2015 4,093,733 - 2020 5,437,355 4,792,403

Source: The Real Estate Market Overview, Dallas Texas A&M University, June 2000.

According to the recently released 2000 Census information, the City of Dallas population increased from 1,006,877 to 1,188,580, an increase of 181,703 persons. This represents an 18.05 percent from 1990 to 2000.1 In addition, a query of the Census 2000 data indicates that 305,993 persons live within a five mile radius from terminal building at Love Field.

1 U.S. Census PL94-171; NCTCOG, March 2001.


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1.1.3 Employment and Personal Income Major industries in the Dallas MSA include military contracting, technology and telecommunications, health care, and construction. The Dallas-Fort Worth metropolitan area was the second in the nation in number of jobs created in 1999. According to the Texas Workforce Commission, 59,844 new jobs were created in 1999 in the Dallas MSA. Unemployment has continued to decline as job growth has increased and the median per capita income for the Dallas metro area was $30,481 in 1997 as compared to the state average of $23,707 according to the U.S. Bureau of Economic Analysis. Overall, the Dallas economy remains strong and is expected to see continued growth. Population and employment are expected to continue to grow over the next year. 1.2 AIRPORT ROLE AND REGULATORY ENVIRONMENT 1.2.1 Role Dallas Love Field (DAL) in located within, and owned and operated by, the City of Dallas. It serves both the commercial airline industry as well as corporate/business aviation and the smaller general aviation community. The airport is a hub for Southwest Airlines, and Legend Airlines. Other airlines currently providing service include; Continental, American, and ASA/Delta. Love Field is classified as a Primary Commercial Service airport in the FAA’s National Plan of Integrated Airport Systems (NPIAS). This definition is used to define the type of aircraft the airport can accommodate as well as the type of public service provided to the public and the funding categories set by Congress to assist in airport development. 1.2.2 Laws and Regulations Commercial operations at Love Field (DAL) in Dallas are circumscribed by the Wright and Shelby Amendments which prohibit operators of large aircraft from holding out for sale or providing transportation to points beyond Texas, Louisiana, Arkansas, Oklahoma, New Mexico, Kansas, Mississippi, and Alabama. Recently, the U.S. Department of Transportation ruled that this prohibition does not apply to aircraft with 56 or fewer seats and gross weight of less than 300,000 pounds. Other legal issues have also recently been resolved. The change in the special regulatory framework for the airport was affirmed when the U.S. Supreme Court chose not to review a Fifth Circuit ruling upholding the DOT’s interpretation of the Wright and Shelby Amendments. As a consequence, it is likely that there will be changes in air service at Love Field in the coming years. This study was also designed to evaluate the impact, if any, of those changes. The U.S. Department of Transportation (DOT) does regulate access to airports by qualified air carrier operators. In general, an airport proprietor may not directly or indirectly ban access to the airport by an otherwise qualified air carrier operator. An airport proprietor who unreasonably or discriminatorily hinders access for air carriers effectively regulates their routes, which is contrary to the federal preemption authority over rates, routes and services. The Federal Aviation Administration has the major federal role of overseeing and regulating the national system of airports. Federal involvement in airport development takes place in four principal areas:


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• Financial support under various capital improvement and property acquisition programs and planning programs.

• Technical assistance including advisory services on system and master planning and the development of airport design, construction and maintenance standards.

• Federally sponsored research and development • Preparation and publication of the National Plan of Integrated Airport Systems (NPIAS). Federal funding for airport planning and development projects is provided under the Airport Improvement Program (AIP), and authorized by the Airport and Airway Safety and Capacity Expansion Act of 1987. Federal aid for airport development extends only to those considered necessary by the FAA to meet the needs of the national airspace system. The FAA Reauthorization Act (2000) requires that the City of Dallas, as well as 41 other airports throughout the nation, submit to the FAA an Airline Competition Plan for Love Field as a condition of continued AIP eligibility after September 30, 2000. The governing rules affecting aviation activity at Dallas Love Field are the Federal Aviation Regulations (FAR’s). Procedures for processing airport development projects with regard to the environment are contained in FAA Order 5050.4(A) that was written to conform to the guidelines of the National Environmental Policy Act (NEPA). In addition to Federal laws and guidelines, the City of Dallas enacted the “Dallas Love Field Policies” in the early 1980’s. The Love Field Policies recognize the airport’s role and importance to the total Dallas community, while at the same time recognizing that aircraft operations do have an impact on the surrounding neighborhoods. Within the Policies, goals have been set to achieve:

• a reduction in noise for 1992, • the promotion of land use compatibility generally consistent with FAR Part 150, • voluntary means to reduce population and acreage impacted within the 65+ DNL contours.

The Love Field Policies provided a means for reviewing the effectiveness of the Love Field Noise Control Program back in 1992 in terms of reassessing the goals previously established. Since that time the Department of Aviation has conducted noise contour updates to define the noise exposure in the airport environs. The last of these updates was conducted in 1998.


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1.3 ACTIVITY STATISTICS Historic based aircraft for Dallas Love Field are provided in Table 1-3. Aviation Activity Statistic are presented in Table 1-4.

Table 1-3 Based Aircraft Year Based Aircraft 1990 232 1991 271 1992 269 1993 269 1994 438 1995 438 1996 438 1997 493 1998 493 1999 454 2000 454

Source: FAA APO Terminal Area Forecast Detail Report, 7/25/2000 and Love Field – Operations Dept. Table 1-4 Love Field Historic Activity

Year Air Carrier Air Taxi GA Military Annual Enplanements

Annual Operations

1990 82,023 23,739 106,532 1,711 2,878,543 214,005 1991 86,437 19,146 100,498 1,321 2,805,788 207,402 1992 89,807 25,449 96,874 1,387 2,948,535 213,527 1993 92,185 25,785 93,687 1,550 3,188,209 213,227 1994 94,408 31,887 87,331 1,431 3,412,858 215,057 1995 96,414 28,483 85,402 1,408 3,422,065 211,707 1996 99,571 26,367 95,620 1,168 3,538,761 222,726 1997 98,457 27,966 100,952 1,054 3,407,286 228,429 1998 100,960 29,428 105,589 930 3,359,517 236,907 1999 104,623 41,585 102,145 1,087 3,409,920 249,440

YTD June 2000

50,609 25,945 49,708 507 1,737,971 126,769

Source: Love Field – Operations Records and Flight Data Reports.


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1.4 EXISTING AIRPORT FACILITIES Airport facilities are divided into two categories, referred to the airside and the landside. The airside is typically defined as the runway, taxiway and any other airfield component associated with the movement of aircraft in and out of the airport. The landside includes the remaining airport facilities needed to support the operation of the airport and any other related businesses. The existing airport facilities are depicted on Figure 1-3. 1.4.1 Airside Facilities Love Field ‘s Airport Reference Code (ARC) is C-III, meaning that the design criteria used at the airport is based upon the operational and physical characteristics of the airplanes intended to operate at it. In this case, aircraft approach category C are those airplanes having an approach speed of 121 knots or more but less than 141 knots. Airplane design group III is based on a wingspan of 79 feet up to but not including 118 feet. The airport has two parallel east-west runways, 13L-31R and 13R-31L, and a single north-south runway 18-36. Runway 13L-31R measures 8,800 feet in length and has a width of 150 feet and Runway 13R-31L is 7,753 feet long and 150 feet wide. Both of the runways are concrete, grooved and in good condition with precision approach marking, runway centerline lighting and high intensity runway lighting. Runway 18-36 is 6,149 feet long and 150 feet wide. It is asphalt in fair condition with non-precision marking and high intensity runway lighting. Taxiways A, B (13L-31R), C (13R-31L), and D (18-36) are full-length taxiways with entrance/exits at each runway end. The taxiways are 75 feet wide with the exception of E and G, which are 50 feet wide, and F, which is 40 feet wide. There are taxiway centerline lights on all of the taxiways. For the protection of persons and property on the ground, runway protection zones or RPZ’s, are located at both runway ends. RPZ’s should be clear of incompatible objects and activities, such as antennas or places of public assembly. RPZ dimensions are a function of the critical aircraft and visibility minimums for landing. The following Table 1-5 presents a summary of the runway data for Love Field. Table 1-5 Runway Data

Item Runway 13R-31L Runway 13L-31R Runway 18-36 Runway Dimension 8,800’ x 150’ 7,753’ x 150’ 6,149’ x 150’ Pavement Type Concrete Concrete Asphalt Pavement Strength 100,000 SW, 200,000 DW

350,000 DT 100,000 SW, 200,000 DW

350,000 DT 50,000 SW, 74,000 DW,

138,000 DT Runway Marking Precision Precision Non-Precision Instrument Approach Aids LOC/DME, ILS/DME,

GPS, NDB LOC/DME, ILS/DME,

GPS, NDB GPS, NDB

Runway Protection Zone 1,000’ x 1,700’x 2,500’ 1,000’ x 1,700’x 2,500’ 500’ x 1,000’x 1,700’ Approach Surface 50:1 50:1 20:1 Glide Slope Angle 3.0 3.0 3.0 Visual Aids None/VASI VASI/None VASI/VASI Runway Lighting HIRL, REIL HIRL, REIL HIRL, REIL Source: PSA - Airport Layout Plan, 2000.


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Insert Figure 1-3 Existing Facilities (entire airport layout)


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1.4.2 LANDSIDE FACILITIES AND GATES Existing Gates Figure 1-4 presents a depiction of the existing and historic gate use at Love Field. Prior to the opening of Dallas Fort Worth International Airport, the main terminal building at Love Field contained 55 working gates. There are various lease restrictions in place in the main terminal building however, in addition to the 55 gates there are six privately owned gates on the Lemmon Avenue side of the airport, equating to 61 total gates. The following description provides an overview of the total number of gates in scheduled use and the number of additional gates and the conditions under which terminal expansion or major airfield modifications could be planned in the future.

Gates • West Concourse (WCC) Southwest Airlines (SWA) lease expires 12/16/06 14 • East Concourse (ECC)CO/AA (CO lease expires 6/30/04) 2 • Love Field Terminal Gates Currently in Use 16 • Lemmon Avenue Terminal Gates 6 • Total Airport Gates Currently in Use 22 Love Field Terminal Gates Available For Use West Concourse (WCC) – There are no additional gates available for use on the West Concourse. A previous 15th gate has been replaced by public necessity and convenience spaces. North Concourse (NCC) - There are 10 available NCC gates, 2 are ground level loading and 6 are used for SWA office and training spaces. In addition, 10 other NCC gates are obstructed by SWA ramp/cabin services facilities. SWA leases the NCC with first-right-of-refusal to operate gates in scheduled service. Their lease expires 12/16/06.

East Concourse (ECC ) - There are 15 available gates, 4 are at a ground level loading satellite building connected to the ECC. In addition to the 15 available gates, 4 gates originally operated on the interior ECC cul de sac are obstructed by Gulfstream Aviation facilities. The American Airlines lease of the ECC for office space expires 9/30/23. American has requested permission to activate 3 gates for scheduled airline service.

Total Current Use/Available For Use Gates ��Love Field Terminal 41 ��Lemon Avenue Terminal 6 ��Total Airport 47

Total Current Use, Available For Use, and Obstructed ��Love Field Terminal 55 ��Lemmon Avenue Terminal 6 ��Total Airport 61


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Insert Figure 1-4 – Existing and Historic Gates


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Existing Terminal Building Figure 1-5 presents the overall layout of the existing Terminal Building. The following information provides an overview of each concourse area as well as the gross square footage of all terminal components provided in tabular format. • West Concourse Southwest Airlines currently occupies the entire West Concourse. Passenger and public functions, including concessions and other passenger amenities are located on the second level. Operations, administrative and outbound baggage areas are all at ground level. There are 14 gates, all 737-700 capable and the entire concourse, both first and second levels is comprised of 151,785 square feet.

Passengers may access the West Concourse from the Central Lobby via a ramp and inclined moving sidewalk. Deplaning passengers can go directly to the Baggage Claim/Auto Rental Wing via stairs and escalator or via the Central Lobby. • East Concourse The East Concourse can be subdivided into two parts: the East Concourse to Continental Express and the remainder of the concourse located east of Continental Express. American Airlines leases that which is east of Continental, however its leasehold is limited to office use and has not been approved for scheduled airline operations. The East Concourse to Continental consists of 41,104 square feet at ground level and partial second level. East of Continental the concourse is comprised of 192,908 square feet. The East Concourse can be accessed from the Central Lobby via an inclining and then declining “bridge” ramp. Continental Express and American Airlines share two gates that accommodate three aircraft parking positions. Passenger check-in and outbound baggage functions occur at ground level at the Continental Express / American Airlines shared facility. Stairs, escalators and an elevator provide passenger access to second level holdrooms, concessions and public amenities. Vehicle circulation is permitted below the East Concourse with access provided to the FAA Air Traffic Control Tower, airside gates through 49B to the Security Identification Display Area (SIDA), as well as the North Concourse, police station parking. Airline tugs with carts also use the road below the concourse for access to and from the Cargo Building. • North Concourse The North Concourse consists of 148,258 square feet at first level and a partial second level. Southwest Airlines University for People training facility is located in the North Concourse at both the first and second levels. There are approximately 500 parking spaces for Southwest employee vehicles located at ground level on what used to be ramp area for the North Concourse. Southwest also leases three hangars located outside the end of the North Concourse for office and storage purposes. • Central Lobby The Central Lobby is the focal space of the terminal building and provides access to ticketing for Southwest, Continental Express and American Airlines. The Central Lobby consists of 80,229 square feet and accommodates retail concessions, food and beverage concessions, seating areas and public amenities such as restrooms and telephones.


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Insert Figure 5-5 Terminal Building


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Continental Express has electronic ticketing check-in only and therefore has no outbound baggage area behind its Central Lobby ticket counters. These passengers are obligated to carry their baggage to the gate check-in area located in the East Concourse. The area east of the Central Lobby accommodates offices for the Frontiers of Flight Museum; vacant ticket counters and operations areas leased by ASA (Delta) and other storage areas. ASA /Delta currently operates in the Legend Terminal. The East Ticket Wing consists of 71,956 square feet and is vacant with the exception of approximately 4,600 square feet of FAA storage, Hudson News storage and Clean Team offices. American also leases the east portion of the existing vacant East Ticket Wing with curbside access. The Southwest Airlines Cargo Building is located north of this vacant ticket wing as well as Marquis Messenger Service and associated vehicle parking. The Baggage Claim / Auto Rental Wing consists of 22,750 square feet and provides six rental car counters, four baggage claim carousels, and restrooms for arriving passengers. Bag Claim is “Positive” requiring an attendant to confirm a match of the tagged bag and passenger receipt in order to reduce pilferage of bags and claims. The public circulation in the Central Lobby area leads to a below grade tunnel for access to and from the parking garage. The down ramp leads to the “arrivals” curb and ground transportation center. At the same location, is the main entrance up ramp leading to the departures curb. An inventory of all terminal space areas is presented in the following Tables 1-6 through 1-8.


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Table 1-6 Total Existing Terminal Building Enclosed Gross Square Feet (gsf) TOTAL ENCLOSED AREA BY CONCOURSE Table 1-6 1. WEST CONCOURSE A. FIRST LEVEL 1. Southwest Airlines 73,691 a. Operations Station Administration 56,104 b. Circulation 6,977 2. Mechanical 3,130 3. Circulation 5,454 a. Stair / Escalator 1,926 b. Elevator 100 Subtotal 73,691 B. SECOND LEVEL 1. Southwest Airlines 35,681 a. Holdrooms 32,052 b. Agent Work Area 207 c. Ticketing/Customer Service Center Counter Length 17' d. Ticketing/Customer Service Center Counter Area 43 e. Operations 2,025 f. Children Play Area (Kidsport) 808 g. Storage 546 2. Retail 13,103 a. Restaurant / Food & Beverage 8,938 b. Hudson News 3,287 c. Love Shines 720 d. Bank of America (ATM) 14 e. Bank One (ATM) 2 f. Solutioneering (Phone Card) 8 g. Ackerley Advertising 74 h. Hamilton (ATM) 4 I. Smarte Carte 56 3. Security 1,879 1,879 4. Restrooms 4,241 4,241 5. Circulation 23,190 23,190 Subtotal 78,094 TOTAL WEST CONCOURSE 151,785


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2. TICKET WING Table 1-6 (cont’d) A. FIRST LEVEL 1. FAA Storage 1,154 1,154 2. American Airlines 27,593 a. Operation & Station Administration 21,620 b. Circulation 5,973 3. Vacant 32,633 32,633 4. Retail 3,571 a. Hudson News 1,520 b. Clean Team 2,051 5. Circulation 5,328 7,005 a. Stair / Escalator 1,629 b. Elevator 48 Subtotal 71,956 TOTAL TICKET WING 71,956 3. NORTH CONCOURSE A. FIRST LEVEL 1. Southwest Airlines 84,952 a. SW University (Training) 66,437 b. Circulation 18,515 2. Comair (Delta Airlines) 1,625 a. Holdrooms 1,625 3. Circulation 4,652 8,138 a. Stair / Escalator 3,438 b. Elevator 48 4. Mechanical 4,029 4,029 Subtotal 98,744 B. SECOND LEVEL 1. Southwest Airlines 49,514 a. SW University (Training) 30,741 b. Circulation 18,773 Subtotal 49,514 TOTAL NORTH CONCOURSE 148,258


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4. EAST CONCOURSE Table 1-6 (cont’d) (FROM MAIN TERMINAL TO CONTINENTAL) A. FIRST LEVEL 1. Southwest Airlines 1,520 a. Vacant 1,372 b. Circulation 148 2. Continental Airlines 7,454 a. Agent Ticketing 112 b. Counter Length 23'-2" c. Counter Work Area 70 d. Baggage Claim 1,696 e. Outbound Baggage 100 f. Security 518 g. Storage 2,073 h. Restrooms 616 i. Circulation 2,269 3. Retail 43 a. Northern Bank (ATM) 5 b. Smarte Carte 38 4. Circulation 9,076 10,611 a. Stair / Escalator 1,487 b. Elevator 48 5. Mechanical 9,260 9,260 6. American Airlines a. Outbound Baggage Area 2,133 2,133 Subtotal 31,021 B. SECOND LEVEL 1. Continental Airlines 7,186 a. Holdrooms 7,186 2. Retail 346 a. Hudson News 126 b. Multi-Restaurant 220 Subtotal 7,532 TOTAL EAST CONCOURSE FROM MAIN 38,553TERMINAL TO CONTINENTAL


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5. EAST CONCOURSE (EAST OF CONTINENTAL) Table 1-6 (cont’d) A. FIRST LEVEL 1. American Airlines 93,607 a. Agent Ticketing 134 b. Counter Length 38'-6" c. Counter Work Area 113 d. Operations, Admin. Office 51,381 e. Vacant 30,875 e. Circulation 11,104 Subtotal 93,607 2. Circulation 3,276 a. Stair / Escalator 3,042 b. Elevator 234 Subtotal 3,276 B. SECOND LEVEL 1. American Airlines 95,240 a. Holdrooms 8,204 b. Circulation 15,642 c. American Leasehold 71,394 East of Gate 3 Complex d. Vacant 45,103 Subtotal 95,240 TOTAL EAST CONCOURSE 192,123(EAST OF CONTINENTAL)


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6. CENTRAL LOBBY Table 1-6 (cont’d) A. FIRST LEVEL 1. Southwest Airlines 13,517 a. Agent Ticketing 1,000 b. Operations / Offices 5,150 c. Outbound Baggage 7,076 d. Counter Length 116'-6" e. Counter Work Area 291 2. American Airlines 4,627 a. Operations / Offices 2,484 b. Counter Length c. Counter Work Area 117 d. Agent Ticketing 310 e. Outbound Baggage 1,716 3. Comair (Delta Airlines) 1,433 a. Agent Ticketing (Vacant) 214 b. Operations / Offices (Vacant) 1,119 c. Counter Length (Vacant) 28'-6" d. Counter Work Area (Vacant) 100 4. Continental Express 182 a. Agent Ticketing 121 b. Counter Length 17'-6" c. Counter Work Area 61 5. Retail 14,877 a. Pass Associates 369 b. WHS Specialties 720 c. Art Gallery 1,875 d. Hudson News 1. Retail 1,518 e. Multi Restaurant, Inc. 1. Food / Beverage 3,419 2. Storage 1,114 3. Operations 3,375 f. Smarte Carte 75 g. Bank of American (ATM) 8 h. Chase Bank (ATM) 6 I. Pay Phones 431 j. Frontiers of Flight Museum Office 1,967 6. Restrooms 1,806 1,806 7. Security / Police Station 3,227 3,227 8. Circulation 36,883 38,109 a. Stair / Escalator 1,026 b. Elevator 200 9. Vacant 2,451 2,451 Subtotal 80,229


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B. SECOND LEVEL Table 1-6 (cont’d) 1. Mechanical 1,106 2. Restrooms 1,065 3. Multi Restaurant a. Support 5,219 4. Aviation Department Offices 10,551 5. Frontiers of Flight Museum 4,951 6. Southwest Airlines a. Pilot Briefing, Lounge, Admin. Offices 7,113 b. Circulation 1,913 Subtotal 31,918 TOTAL CENTRAL LOBBY 112,147


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7. AUTO RENTAL / BAGGAGE CLAIM WING Table 1-6 (cont’d) A. FIRST LEVEL 1. Circulation 8,735 9,599 a. Stair / Escalator 864 2. Southwest Airlines 226 a. Baggage Service Office 226 3. Auto Rental a. Budget Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' b. National Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' c. Advantage Rent-A-Car 124 1. Agent Ticketing 71 2. Counter Area 53 3. Counter Length 18'-9" d. Dollar Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' e. Avis Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' f. Hertz Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' 4. Retail 304 a. Smarte Carte 300 b. Encore Technologies (Phone Card) 4 5. Baggage Claim (within positive claim area) 10,595 10,595 6. Restrooms 1,152 1,152 Subtotal 22,750 TOTAL AUTO / BAGGAGE CLAIM AREA 22,750


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8. OFFICE TOWERS Table 1-6 (cont’d) A. 3RD, 4TH & 5TH LEVELS 1. Multi Restaurant 13,127 a. Support 13,127 2. FAA 518 518 3. City of Dallas 1,260 a. 4th Level 912 b. 5th Level 348 4. Love Shines 296 296 5. Edward Just Associates 2,080 2,080 6. Microburst Communications 470 470 7. Circulation 1,004 1,004 Subtotal 18,755 TOTAL OFFICE TOWERS 18,755 9. BASEMENT A. Multi Restaurant 475 1. Storage 475 B. City of Dallas Aviation 18,659 1. Storage 5,742 2. Support / Operations 12,917 C. Mechanical 32,857 1. West Concourse 6,220 2. East Concourse 8,912 3. Baggage Claim 2,295 4. North Concourse 4,288 5. Main Terminal 7,030 6. Ticket Wing 4,112 D. Circulation 77,086 1. Main Terminal 16,798 2. Ticket Wing 9,950 3. East Concourse 10,020 4. North Concourse 17,784 5. West Concourse 22,534 Subtotal 129,077 TOTAL BASEMENT 129,077 GRAND TOTAL 885,404


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10. AIRCRAFT GATE POSITIONS Table 1-6 (cont’d) A. West Concourse 14 B. North Concourse (Possible) 7 C. East Concourse to Continental (Utilized as 3 with AA/CO Mix) 2 11. CURBSIDE CANOPIES (Common Use) A. Enplaning Curb 5,000 B. Deplaning Curb 4,200 12. EXTERIOR LANDSCAPED AREAS (Common Use) A. Garden Off of Central Lobby 3,951 13. LINEAR FEET OF EFFECTIVE CURB LENGTH (Common Use) A. Enplaning 650 B. Deplaning 530 C. Ground Transportation Center (Enplaning & Deplaning) 100Source: Edward Just Associates. The purpose in providing the following Table 1-7 is to show significant portions of the existing terminal that are not utilized for airline/airport functional and operational areas. These include the Office Tower, the East Concourse East of Continental, the East Ticket Wing, and Southwest Airlines’ University for People on the North Concourse and portions of the extensive basement areas. Of the approximately 885,404 square feet of the terminal building, only 426,674 square feet, or 48% are directly involved in passenger enplaning and deplaning functions, public areas and amenities.


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Table 1-7 Total Existing Utilized Operational Areas (gsf) (Excludes Vacant Operational Areas) FUNCTIONAL AREAS BY CONCOURSE Table 1-7 1. WEST CONCOURSE A. FIRST LEVEL 1. Southwest Airlines 73,691 a. Operations Station Administration 56,104 b. Circulation 6,977 2. Mechanical 3,130 3. Circulation 5,454 a. Stair / Escalator 1,926 b. Elevator 100 Subtotal 73,691 B. SECOND LEVEL 1. Southwest Airlines 35,681 a. Holdrooms 32,052 b. Agent Work Area 207 c. Ticketing/Customer Service Center Counter Length 17' d. Ticketing/Customer Service Center Counter Area 43 e. Operations 2,025 f. Children Play Area (Kidsport) 808 g. Storage 546 2. Retail 13,103 a. Restaurant / Food & Beverage 8,938 b. Hudson News 3,287 c. Love Shines 720 d. Bank of America (ATM) 14 e. Bank One (ATM) 2 f. Solutioneering (Phone Card) 8 g. Ackerley Advertising 74 h. Hamilton (ATM) 4 I. Smarte Carte 56 3. Security 1,879 1,879 4. Restrooms 4,241 4,241 5. Circulation 23,190 23,190 Subtotal 78,094 TOTAL WEST CONCOURSE 151,785


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2. TICKET WING Table 1-7 (cont’d) A. FIRST LEVEL 1. FAA Storage 1,154 1,154 2. Vacant 32,633 32,633 3. Retail 3,571 a. Hudson News 1,520 b. Clean Team 2,051 Subtotal 37,358 TOTAL TICKET WING 37,358 3. EAST CONCOURSE FROM MAIN TERMINAL TO CONTINENTAL A. FIRST LEVEL 1. Southwest Airlines 1,520 a. Vacant 1,372 b. Circulation 148 2. Continental Airlines 7,454 a. Agent Ticketing 112 b. Counter Length 23'-2" c. Counter Work Area 70 d. Baggage Claim 1,696 e. Outbound Baggage 100 f. Security 518 g. Storage 2,073 h. Restrooms 616 i. Circulation 2,269 3. Retail 43 a. Northern Bank (ATM) 5 b. Smarte Carte 38 4. Circulation 9,076 10,611 a. Stair / Escalator 1,487 b. Elevator 48 5. Mechanical 9,260 9,260 6. American Airlines a. Outbound Baggage Area 2,133 2,133 Subtotal 31,021 B. SECOND LEVEL 1. Continental Airlines 7,186 a. Holdrooms 7,186 2. Retail 346 a. Hudson News 126 b. Multi-Restaurant 220 Subtotal 7,532 TOTAL EAST CONCOURSE FROM MAIN 38,553TERMINAL TO CONTINENTAL


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4. CENTRAL LOBBY Table 1-7 (cont’d) A. FIRST LEVEL 1. Southwest Airlines 13,517 a. Agent Ticketing 1,000 b. Operations / Offices 5,150 c. Outbound Baggage 7,076 d. Counter Length 116'-6" e. Counter Work Area 291 2. American Airlines 4,627 a. Operations / Offices 2,484 b. Counter Length c. Counter Work Area 117 d. Agent Ticketing 310 e. Outbound Baggage 1,716 3. Continental Express 182 a. Agent Ticketing 121 b. Counter Length 17'-6" c. Counter Work Area 61 4. Retail 14,877 a. Pass Associates 369 b. WHS Specialties 720 c. Art Gallery 1,875 d. Hudson News 1. Retail 1,518 e. Multi Restaurant, Inc. 1. Food / Beverage 3,419 2. Storage 1,114 3. Operations 3,375 f. Smarte Carte 75 g. Bank of American (ATM) 8 h. Chase Bank (ATM) 6 I. Pay Phones 431 j. Frontiers of Flight Museum Office 1,967 5. Restrooms 1,806 1,806 6. Security / Police Station 3,227 3,227 7. Circulation 36,883 38,109 a. Stair / Escalator 1,026 b. Elevator 200 Subtotal 76,345 B. SECOND LEVEL 1. Mechanical 1,106 2. Restrooms 1,065 3. Multi Restaurant a. Support 5,219 4. Aviation Department Offices 10,551 5. Frontiers of Flight Museum 4,951 6. Southwest Airlines a. Pilot Briefing, Lounge, Admin. Offices 7,113 b. Circulation 1,913 Subtotal 31,918 TOTAL CENTRAL LOBBY 108,263


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5. AUTO RENTAL / BAGGAGE CLAIM WING Table 1-7 (cont’d) A. FIRST LEVEL 1. Circulation 8,735 9,599 a. Stair / Escalator 864 2. Southwest Airlines 226 a. Baggage Service Office 226 3. Auto Rental a. Budget Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' b. National Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' c. Advantage Rent-A-Car 124 1. Agent Ticketing 71 2. Counter Area 53 3. Counter Length 18'-9" d. Dollar Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' e. Avis Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' f. Hertz Rent-A-Car 150 1. Agent Ticketing 90 2. Counter Area 60 3. Counter Length 19' 4. Retail 304 a. Smarte Carte 300 b. Encore Technologies (Phone Card) 4 5. Baggage Claim (within positive claim area) 10,595 10,595 6. Restrooms 1,152 1,152 Subtotal 22,750 TOTAL AUTO / BAGGAGE CLAIM AREA 22,750


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6. OFFICE TOWERS Table 1-7 (cont’d) A. 3RD, 4TH & 5TH LEVELS 1. Multi Restaurant 13,127 a. Support 13,127 4. Love Shines 296 296 Subtotal 13,423 TOTAL OFFICE TOWERS 13,423 7. BASEMENT A. Multi Restaurant 475 1. Storage 475 B. City of Dallas Aviation 18,659 1. Storage 5,742 2. Support / Operations 12,917 C. Mechanical 32,857 1. West Concourse 6,220 2. East Concourse 8,912 3. Baggage Claim 2,295 4. North Concourse 4,288 5. Main Terminal 7,030 6. Ticket Wing 4,112 Subtotal 51,991 TOTAL BASEMENT 51,991 GRAND TOTAL 424,123 10. AIRCRAFT GATE POSITIONS A. West Concourse 14 B. North Concourse (Available) 2 C. East Concourse to Continental (Utilized as 3 with AA/CO Mix) 2 11. CURBSIDE CANOPIES (Common Use) A. Enplaning Curb 5,000 B. Deplaning Curb 4,200 12. EXTERIOR LANDSCAPED AREAS (Common Use) A. Garden Off of Central Lobby 3,951 13. LINEAR FEET OF EFFECTIVE CURB LENGTH (Common Use) A. Enplaning 650 B. Deplaning 530 C. Ground Transportation Center (Enplaning & Deplaning) 100Source: Edward Just Associates.

The next Table 1-8 presents all vacant areas distinguished from the 462,066 square feet of unutilized areas. These areas can potentially be used for airline and airport operations. However, simply because a vacant area can potentially be utilized for airline or airport operations, does not indicate that these areas are in fact located or configured for reuse, nor that in their current condition, they are available for reuse.


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Table 1-8 Total Existing Vacant Operational Areas (gsf) TOTAL VACANT AREA BY CONCOURSE Table 1-8 1. TICKET WING A. FIRST LEVEL 1. American Airlines 27,593 a. Operation & Station Administration 21,620 b. Circulation 5,973 2. Circulation 5,328 7,005 a. Stair / Escalator 1,629 b. Elevator 48 Subtotal 34,598 TOTAL TICKET WING 34,598 2. NORTH CONCOURSE A. FIRST LEVEL 1. Southwest Airlines 84,952 a. SW University (Training) 66,437 b. Circulation 18,515 2. Comair (Delta Airlines) 1,625 a. Holdrooms 1,625 3. Circulation 4,652 8,138 a. Stair / Escalator 3,438 b. Elevator 48 4. Mechanical 4,029 4,029 Subtotal 98,744 B. SECOND LEVEL 1. Southwest Airlines 49,514 a. SW University (Training) 30,741 b. Circulation 18,773 Subtotal 49,514 TOTAL NORTH CONCOURSE 148,258


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3. EAST CONCOURSE (EAST OF CONTINENTAL) Table 1-8 (Cont’d) A. FIRST LEVEL 1. American Airlines 93,607 a. Agent Ticketing 134 b. Counter Length 38'-6" c. Counter Work Area 113 d. Operations, Admin. Office 51,381 e. Vacant 30,875 e. Circulation 11,104 Subtotal 93,607 2. Circulation 4,061 a. Stair / Escalator 3,827 b. Elevator 234 Subtotal 4,061 B. SECOND LEVEL 1. American Airlines 95,240 a. Holdrooms 8,204 b. Circulation 15,642 c. American Leasehold 71,394 East of Gate 3 Complex d. Vacant 45,103 Subtotal 95,240 TOTAL EAST CONCOURSE 192,908(EAST OF CONTINENTAL) 4. CENTRAL LOBBY A. FIRST LEVEL 1. Comair (Delta Airlines) 1,433 a. Agent Ticketing (Vacant) 214 b. Operations / Offices (Vacant) 1,119 c. Counter Length (Vacant) 28'-6" d. Counter Work Area (Vacant) 100 Subtotal 1,433 TOTAL CENTRAL LOBBY 1,433 5. OFFICE TOWERS A. 3RD, 4TH & 5TH LEVELS 1. FAA 518 518 2. City of Dallas 1,260 a. 4th Level 912 b. 5th Level 348 3. Edward Just Associates 2,080 2,080 4. Microburst Communications 470 470 5. Circulation 1,004 1,004 Subtotal 5,332 TOTAL OFFICE TOWERS 5,332


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6. BASEMENT Table 1-8 (Cont’d) A. Circulation 77,086 1. Main Terminal 16,798 2. Ticket Wing 9,950 3. East Concourse 10,020 4. North Concourse 17,784 5. West Concourse 22,534 Subtotal 77,086 TOTAL BASEMENT 77,086 GRAND TOTAL 459,615 7. AIRCRAFT GATE POSITIONS A. West Concourse 14 B. North Concourse (Possible) 7 C. East Concourse to Continental (Utilized as 3 with AA/CO Mix) 2 8. CURBSIDE CANOPIES (Common Use) A. Enplaning Curb 5,000 B. Deplaning Curb 4,200 9. EXTERIOR LANDSCAPED AREAS (Common Use) A. Garden Off of Central Lobby 3,951 10. LINEAR FEET OF EFFECTIVE CURB LENGTH (Common Use) A. Enplaning 650 B. Deplaning 530 C. Ground Transportation Center (Enplaning & Deplaning) 100Source: Edward Just Associates.


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1.5 AIRSPACE 1.5.1 Airspace Jurisdictions “Controlled airspace” is a generic term that encompasses the different classifications of airspace specified in Federal Aviation Regulations (FAR) Part 71 within which air traffic control service is provided. The controlled airspace surrounding DFW and DAL consists of Class B and Class D airspace jurisdictions. The FAA defines these jurisdictions as follows (a discussion of Class C airspace is also included for reference): Class B Airspace Class B airspace is defined as the airspace surrounding the nation’s busiest airports in terms of aircraft operations or passenger enplanements. The configuration of Class B airspace is individually tailored, but generally consists of a surface layer and two or more additional layers designed to contain all published instrument procedures associated with an airport. All aircraft that operate within Class B airspace must obtain air traffic control (ATC) clearances and receive separation services within the airspace. In addition, all aircraft operating within Class B airspace are required to carry certain communications equipment to ensure they can be monitored by air traffic controllers. Class C Airspace Class C airspace consists of the airspace surrounding airports that have an operational airport traffic control tower (ATCT), are serviced by radar approach control, and accommodate minimum levels of aviation activity as specified by the FAA.1 Like Class B airspace, Class C airspace is individually tailored for the airports they serve. These airspace areas generally consist of a surface area with an additional layer above it, resembling an upside-down wedding cake. Pilots are required to establish two-way radio communications with the ATC facility providing air traffic services prior to entering Class C airspace and must maintain those communications while in the airspace. Within Class C airspace, air traffic controllers are required to separate aircraft operating under visual flight rules (VFR) from aircraft operating under instrument flight rules (IFR), but are not required to separate VFR operations from one another. Class D Airspace Class D airspace consists of the airspace surrounding airports that have an operational ATCT, but do not meet the other requirements necessary to be designated as Class C airspace. Class D airspace is individually tailored for each airport, but generally consists of a single layer that extends from the ground to an altitude of 2,500 feet above the airport’s elevation. Air traffic controllers are not required to provide separation services to VFR flights within Class D airspace. Figure 1-6 shows an idealized generic profile of Class B, Class C, and Class D airspace. This diagram does not represent the actual configuration of these classes of airspace in the Dallas Metroplex but does provide a basis upon which these airspace jurisdictions can be compared. As shown in the figure, Class B airspace extends higher than Class C and Class D airspace. The figure also shows how the various airspace jurisdictions are centered on the airports with which they are associated. 1 FAA Order 7400.2D, Procedures for Handling Airspace Matters, specifies that Class C airspace should accommodate at least (1) 75,000 annual instrument operations at the primary airport, (2) 250,000 passenger enplanements at the primary airport, or (3) 100,000 annual instrument operations at the primary airport and any secondary airports within the Class C airspace.


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Insert Figure 1-6 Generic Profile Classes of Airspace


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Figure 1-7 shows a plan view of the boundaries of Class B and Class D airspace in the Metroplex. The DFW Class B airspace consists of several layers that extend from the surface up to 11,000 feet above mean sea level (MSL). The DAL airspace is located totally within the DFW Class B airspace. Class D airspace jurisdictions are associated with Addison Airport, Redbird Airport, Fort Worth Meacham Field, NAS Fort Worth/Carswell, Alliance Airport, and McKinney Airport. Class D airspace is generally located beneath the Class B airspace associated with the principal air carrier airport. In addition, adjacent Class B airspace significantly influences the boundaries of Class D airspace. For example, the Class D airspace associated with Addison Airport is foreshortened south and west of the airport to accommodate the surface layer of the DFW Class B airspace. Air Traffic Control Facilities Air traffic control (ATC) is a service provided by an appropriate authority to assure safety and to promote the orderly, xpeditious flow of air traffic. In the U.S., the FAA is generally responsible for ATC. The ATC system and associated services are provided by various types of facilities that have different functions and control different types of airspace. ATC facilities serving air traffic in the Dallas/Fort Worth Metroplex include (1) the Fort Worth Air Route Traffic Control Center (ARTCC), (2) the Dallas/ Fort Worth Terminal Radar Approach Control Facility (DFW TRACON) located at DFW, and (3) ATCTs located at various Metroplex airports. The following paragraphs describe the roles of these three facilities. Fort Worth ARTCC The Fort Worth ARTCC controls IFR flights that are enroute to or from Metroplex airports, as well as air traffic that transits the Metroplex above the airspace controlled by the Dallas/Fort Worth TRACON. One of the primary duties of ARTCC controllers is to ensure that safe separations are maintained among aircraft before arrivals enter and after departures leave TRACON airspace. Accordingly, ARTCC controllers are responsible for the initial sequencing and metering of arrivals into Metroplex airspace. DFW TRACON The primary responsibility of the DFW TRACON is to sequence arrivals and departures to and from Metroplex airports. In addition, TRACON controllers provide separation services to aircraft that transit the Metroplex within TRACON airspace. TRACON controllers establish arrival and departure sequences in order to use TRACON airspace efficiently while ensuring that safe separations are maintained among aircraft operations. DFW TRACON controllers are responsible for a volume of airspace that extends over approximately 9,000 square miles of the Dallas/Fort Worth area. The TRACON airspace is actually octagonal in shape, but generally square, as the four sides at the corners are relatively short. The longer boundaries of the TRACON are based on four VOR navigational aids. These are the Glen Rose (JEN) VORTAC, Cedar Creek (CQY) VORTAC, Bonham (BYP) VORTAC, and Bowie (UKW) VORTAC. These four navigational aids form four corner posts over which arriving aircraft to the TRACON airspace will pass. The TRACON airspace is schematically depicted in Figure 1-8. This airspace encompasses the Class B and Class D airspace jurisdictions described previously.


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Insert Figure 1-7 Metroplex Class B and D airspace


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DFW Tracon Airspace Insert Figure 1-8


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Airport Traffic Control Towers (ATCTs) ATCTs are generally responsible for the airspace within 7 to 10 nautical miles of an airport, providing air traffic control services for aircraft operating in the immediate vicinity of and on an airport. Controllers at ATCTs are responsible for (1) ensuring that safe separations are maintained between arrivals during their final approaches, (2) establishing a sequence of departing aircraft on the ground, (3) providing approach and departure clearances, (4) monitoring flight training activity (i.e., touch-and-go operations), and (5) providing ground control services. ATCTs are located at DFW, DAL, Meacham Field, Alliance Airport, Grand Prairie Airport, Addison Airport, McKinney Airport, Redbird Airport, and NAS Fort Worth JRB/Carswell. 1.5.2 Weather Conditions Federal Aviation Regulations (FAR) Part 91 enumerates general operating and flight rules that must be used by pilots. These regulations contain two distinct sets of flight rules—visual flight rules (VFR) and instrument flight rules (IFR). Under VFR, pilots are required to maintain visual separation from other aircraft. With certain exceptions, pilots operating under VFR are not under the control of ATC facilities. Under IFR, pilots operate under the control of ATC facilities, in order to ensure that safe separations are maintained among and between aircraft. Weather conditions are a key determinant of whether more permissive VFR can be used. Aircraft can typically operate under VFR if cloud ceilings are higher than 1,000 feet above ground level and visibility is at least 3 miles. Such weather conditions are referred to as visual meteorological conditions (VMC). Based on weather data for DFW, VMC occurs at DFW approximately 91% of the time2. It should be noted that the VMC conditions described above do not correspond to periods during which visual separation between IFR aircraft can be provided by air traffic controllers and visual approaches conducted. Visual approaches can usually be conducted when the cloud ceiling is at least 3,500 feet and the visibility at least 5 miles. These conditions occur at DFW approximately 82 percent of the time. The remaining time is associated with instrument meteorological conditions (IMC) in which pilots are required to operate under IFR. Pilots need to be specially qualified to operate in IMC and their aircraft must be equipped with certain navigation and communications equipment. Most pilots of air carrier, commuter, air taxi, and military flights are qualified to operate in IMC. Many general aviation pilots, however, have not received the instrument ratings necessary to fly in IMC. 1.5.3 Navigational Aids and Instrument Approach Procedures The major types of navigational aids (NAVAIDs) used by Metroplex aircraft operations provide pilots with information regarding their positions and headings in flight, permit flight operations to take place in poor weather conditions, and are used to define airspace routes. The primary type of NAVAID that is used to define airspace routes in the Metroplex is the very-high frequency omnidirectional radio beacon (VOR). VORs are electronic transmitters that provide pilots with information regarding their aircraft headings relative to the transmitter. VORs are usually combined with either Distance Measuring Equipment (DME) or a Tactical Air Navigation System (TACAN) to provide pilots with information regarding their distance from the VOR. A VOR paired with a DME is termed a VOR/DME, whereas a

2 Airport Climatological Summary Dallas Fort-Worth Airport, National Climatic Data Center. 1979.


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VOR paired with a TACAN is termed a VORTAC. Table 1-9 lists the principal VOR/DMEs and VORTACs that serve Metroplex air traffic.

Table 1-9 Metroplex VOR/DME and VORTAC Facilities VOR DME VORTAC Maverick (TTT) Cowboy (CVE)

Ranger (FUZ) Glen Rose (JEN) Cedar Creek (CQY) Bonham (BYP) Bowie (UKW) Millsap (MQP)

Source: DMJM Aviation.

NAVAIDs located at the Airports themselves, including localizers (LOCs), localizer-type directional aids (LDAs), and non-directional beacons (NDBs), are used to define instrument approach procedures that permit pilots to land at an airport in poor weather conditions (i.e., IMC or when the pilots cannot otherwise see the airport or other aircraft). These ground-based navigational aids have recently been supplemented by satellite-based global positioning system (GPS) navigation systems. In some cases, NAVAIDs are components of instrument landing systems (ILSs), which enable pilots to land at airports in extremely poor weather conditions. At a minimum, an ILS consists of a localizer, an electronic glide slope, an approach lighting system, and radio beacons known as outer markers.3 The FAA classifies ILS approaches according to the weather conditions (i.e., decision height and visibility) in which these approaches can be used. The following classification scheme is used:

• Category I – Decision height no less than 200 feet above runway threshold elevation, visibility no less than ½ mile;

• Category II – Decision height no less than 100 feet above runway threshold elevation, visibility no less than ¼ mile4;

• Category III – Decision height lower than 100 feet above runway threshold elevation, visibility less than ¼ mile.

Category II and Category III approaches require the installation of additional equipment including runway visual range (RVR) transmissometers, runway centerline lights, and more advanced approach light systems. Category II and Category III approaches also necessitate the use of more stringent obstruction clearance requirements. To use Category II and Category III approaches, pilots must have specialized training and certification from the FAA. Table 1-10 lists the instrument approach procedures that are currently published for Metroplex airports. 3 In 1997, the FAA began approving GPS-based precision approach procedures. In the future, such procedures may allow precision instrument approaches without the use of ground-based equipment. However, systems approved to date still require the use of a ground-based backup system. 4 Category II and Category III ILS approaches are actually classified according to the runway visual range (RVR), which is measured by RVR transmissometers installed alongside the landing runway. RVR is measured in feet. Category II approaches are those associated with an RVR no less than RVR 1200 (approximately ¼ mile), whereas Category III approaches are those associated with less than RVR 1200.


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The table also lists the decision heights and visibility minimums that are associated with these procedures. Table 1-10 Published Metroplex Instrument Approach Procedures Airport

Runway(s)

Approach Type*

Decision Height (feet above runway threshold elevation)

Visibility Minimum (miles)

Arlington Municipal Airport

34

VOR/DME 461 1**

Addison Airport 15 33

Category I ILS Category I ILS

250 250

1 1

DAL 13L, 31L 13R 31R

Category I ILS Category I ILS Category I ILS

200 200 200

3/8 ¾ ½

Redbird 31 17 35

Category I ILS VOR/DME or GPS NDB or GPS

200 422 721

¾ 1** 1**

Dallas-Fort Worth International Airport

13R, 17R, 18L, 31R, 35C, 35L, 36L 36R 18R, 35R 17C, 17L, 18R, 35R

Category I ILS Category II ILS Category III ILS

200 100 Not Applicable

3/8 Less than ¼ Not Applicable

Fort Worth Alliance

34R 16L

Category I ILS Category III ILS

Not Applicable Not Applicable

Not Applicable Not Applicable

Meacham International

16L 34R

Category I ILS Category I ILS

200 200

½ ¾

Fort Worth Spinks 35L Category I ILS 200 ½ Grand Prairie 35 GPS 401 2¼ Lancaster 31 NDB or GPS 625 1 McKinney Municipal

17 35

Category I ILS GPS

200 394

½ 1**

Mesquite Metro 17 35

Category I ILS LOC BC

250 357

¾ 1

* In cases where two or more instrument approach procedures are published for a particular runway, the procedure with the lowest decision height and visibility minimum is listed. ** Minimums shown apply to aircraft with approach speeds of at least 91 knots but less than 121 knots. Higher minimums may apply to faster aircraft; lower minimums may apply to slower aircraft. Source: United States Terminal Procedures — South Central, Volume 2, United States Department of Commerce, June 2000.

An effort is underway by the FAA to define GPS approach procedures for all public U.S. airports. These efforts began with the definition of GPS “overlay” approach procedures that are based on existing


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instrument approach procedures. GPS overlay approaches have been defined for most Metroplex airports. The FAA is also intending to use GPS-based technology for new generation ILSs. These GPS-based ILSs are referred to collectively by the FAA as the Local Area Augmentation System (LAAS). LAAS will use GPS signals broadcast by satellites and a correction signal broadcast by a ground station to precisely determine aircraft positions. LAAS is expected to provide positional accuracy sufficient to support Category I approaches on a regional scale, and Category II and III approaches at the airport from which the ground-based correction signal is transmitted. 1.5.4 Principal Airspace Routes The configuration of airspace routes in the Metroplex are discussed focusing on IFR routes used by high-performance aircraft arriving to and departing from DFW and DAL, the principal air carrier airports. The TRACON airspace was previously depicted in Figure 1-4-3. The basic operational pattern is for arriving aircraft to enter at the corners of the terminal (TRACON) airspace, and departing aircraft to exit at the sides (“gates”) of the TRACON airspace. Each corner, referred to as a “corner post” is identified by a VORTAC. Three arrival streams are provided at each corner post with vertical separation provided between them such that seven aircraft (on average) can cross a corner post simultaneously. Departures on the other hand depart a departure gate at the same altitude. All DFW IFR departures and IFR departures from other satellite airports within the Metroplex share the same departure route and gate structure. Because of this sharing of departure routes and gates, departure capacity is critical during peak periods. Two basic route structures are defined in the Metroplex. These structures are termed the “North Flow” and the “South Flow” with the use of these plans determined by wind conditions and operating configuration at DFW. Figures 1-9 and 1-10 present arrival routes for DAL and other East Satellite airports in the Metroplex for north and south flows. As seen, arrivals to DAL will use the easternmost arrival stream of each corner post. Figure 1-11 schematically presents the departure routes for DAL for north and south flow conditions.


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Insert Figure 1-9 DAL and East Satellite Arrival Routes (North Flow)


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Insert Figure 1-10 DAL and East Satellite Arrival Routes (South Flow)


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Insert Figure 1-11 North and South Flow


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1.5.5 DFW and DAL Airspace Interactions The major airspace constraints on runway use at DAL stem from the proximity of DFW and the conflicting orientation of its runways with respect to DFW. DAL is approximately 12 miles from DFW, but more importantly the runway alignment of DAL (northwest-southeast) is different than the north-south orientation of main runways at DFW. The significance of this situation is that the final approach courses for the airports converge northwest of DAL in south flow operating conditions. As a result, in the prominent south flow, arrivals to DAL are limited to a single stream to avoid dependency with DFW arrivals. While the parallel runways of DAL are separated sufficiently to support parallel dependent ILS approaches, the proximity of DFW in south flow constrains arrival capacity (see Figure 1-12). The IFR departure procedures at DAL require aircraft to climb on runway heading. Since aircraft departing on each runway cannot be separated by a divergent course of 15 degrees, the parallel runways are basically treated as a single runway for IFR departures in both north and south flows. During VFR operations, simultaneous departures are possible in south flow provided that each departing aircraft is exiting a different airspace gate. In north flow, simultaneous visual departures are not possible due to the proximity of DFW. In addition, DAL turbojet departures from Runway 31L may not be released if a DFW turbojet arrival to Runway 31R is inside the outer marker located at 8 nm from the runway threshold (see Figure 1-13).


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INSERT FIGURE 1-12 – AIRSPACE DEPENDENCY DFW/DAL ARRIVALS (SOUTH FLOW)


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INSERT FIGURE 1-13 AIRSPACE DEPENDENCY (NORTH FLOW)


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1.6 GROUND ACCESS FACILITIES AND ACTIVITY (Existing Conditions) 1.6.1 On-Airport Roadways Figure 1-14 shows the existing ground access facilities at Dallas Love Field Airport (DAL), including access roads, public and employee parking, and rental car facilities. Figure 1-15 shows the Terminal Loop Road, public parking and terminal curbside configuration. The following sections describe the characteristics and utilization of these ground access facilities. • Cedar Springs Road Cedar Springs Road north5 of Mockingbird Lane provides the primary terminal access at DAL. It has an eight-lane divided6 section from Mockingbird Lane to Tom Braniff Lane, and a six-lane divided section from Tom Braniff Lane to the Terminal Loop Road which serves as its northern terminus. Cedar Springs Road also provides access to rental car, privately operated parking, and other facilities west of the roadway. The intersection of Cedar Springs Road at Mockingbird Lane and at Tom Braniff Lane are signalized. Median openings are provided at Hawes Street and at the entrance to the Jet East Hangar parking area across from Hertz Rent-A-Car. No left turn pockets are provided along Cedar Springs Road at Hawes Street, but a northbound left turn pocket is provided for the Jet East Hangar facility. Inbound traffic approaching the intersection of Cedar Springs Road and Aviation Place is directed by an overhead sign to three areas: (1) Parking to the left; (2) Terminal straight ahead; and (3) Aviation Place and Air Cargo to the right. • Aviation Place Aviation Place is a two-lane undivided roadway that provides access to the Southwest Airlines facilities and employee parking between the terminal and the taxiways. It connects to Cedar Springs Road at approximately a 45-degree angle in the vicinity of the Spirit of Flight Monument. Outbound traffic from Aviation Place must cross the inbound terminal traffic on Cedar Springs Road, or merge with terminal traffic and use the Terminal Loop Road through the curbside areas. The intersection of Cedar Springs Road and Aviation Place is currently stop-controlled (along Aviation Place) but is planned for signalization in the near future by the City.

5 Cedar Springs Road has a northwest-southeast orientation. However, to simplify the discussion, it is assumed to be a north-south roadway. 6 A divided roadway has a median island separating the traffic flows in opposite directions.


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Insert Figure 1-14. Terminal Roadways (11x17)


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Insert Figure 1-15. Terminal Loop Road and Curbside


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• Terminal Loop Road The Terminal Loop Road forms the northern terminus of Cedar Springs Road. Approaching the terminal beyond Aviation Place, the Terminal Loop Road diverges into three sections: (1) Parking to the left; (2) Departures/Arrivals in the middle; and (3) Taxis to the right. The two-lane Parking access road has an overhead sign that directs traffic into two sections: (1) Remote Parking to the left; and (2) Garage Parking straight ahead. The Terminal road section has an overhead sign directing traffic to three curbside areas: (1) Departures on the left; (2) Arrivals in the middle; and (3) Taxis on the right. The Departures section then diverges into two sections with overhead signage: (1) Shuttles Only on the left; and (2) Passenger Drop-Off on the right. Before reaching the pedestrian bridge, the Arrivals Roadway is signed into three directions: (1) Passenger Pickup Parking to the left; (2) Airport Exit straight ahead; and (3) Passenger Pickup to the right. Beyond the curbside areas, the Arrivals, Departures, and Shuttle Roadways merge to form the three-lane outbound section of the Terminal Loop Road. A secondary access to the parking garage is provided on the outbound section of the Terminal Loop Road prior to the Parking Exit/Toll Plaza. Beyond the Toll Plaza, the one-lane Recirculation Road diverges from the Terminal Loop Road, runs along the southern boundary of the surface parking lot, and then merges back with the inbound Terminal Loop Road. Beyond the Recirculation Road, the outbound Terminal Loop Road merges with the outbound Aviation Place and with Howard Megredy Circle in the vicinity of the Spirit of Flight Monument. • Howard Megredy Circle Howard Megredy Circle is a two-lane divided road section south of the Spirit of Flight Monument that allows traffic to cross from one side of Cedar Springs Road to the other. This U-turn movement is required by traffic bound for the Jet East Hangar facility on the west side of Cedar Springs Road. • Local Access Roads A number of two-lane undivided roads are located east of Cedar Springs Road and north of Mockingbird Lane providing local access to rental car, privately operated parking, taxi holding area and other facilities. These roads include Tom Braniff Lane, Edwards Street, Hawes Street, Aviation Place (at Tom Braniff Lane), Ansley Avenue, Collville Avenue, Waddell Avenue, Ralston Avenue, and Aubrey Avenue. Tom Braniff Lane, Edwards Street and Hawes Street are east-west roads that connect to Cedar Springs Road. Collville, Waddell, Ralston and Aubrey Avenues are north-south roads that connect to Mockingbird Lane. Aviation Place at Tom Braniff Lane provides access to employee parking. Other local roads provide access to air cargo, maintenance, hangars and other on-airport facilities located along Lemmon Avenue, Denton Drive and Shorecrest Drive.


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1.6.2 Existing Traffic Volumes Traffic surveys were conducted at DAL in August 2000. This section presents the survey results related to airport traffic volumes. Figure 1-16 shows the daily variation in existing traffic volumes on Cedar Springs Road north of Mockingbird Lane. As shown, Friday is the peak day with approximately 38,810 vpd. The average daily traffic for the week is approximately 30,440 vpd. Figure 1-17 shows the hourly traffic variation on Cedar Springs Road north of Mockingbird Lane. Peak hour traffic occurs during 5-6 PM constituting approximately eight percent of the daily traffic. Figures 1-18 and 1-19 show the airport roadway daily and peak hour traffic volumes, respectively, based on traffic counts conducted in August 2000. Also shown are peak hour turning volumes at three intersections on Cedar Springs Road. 1.6.3 Existing Levels of Service Airport roadway levels of service were determined based on peak hour volumes and assumed roadway capacities. Terminal roadway capacities are based on recommended FHWA/FAA roadway capacities as shown in Table 1-11. The capacities of parking entrance and exit roadways were assumed to be constrained by the number of gates and gate capacities7 Terminal roadway level of service was based on the ratio of peak hour volume to capacity, as shown in Table 1-12. Table 1-11 FHWA/FAA Recommended Roadway Characteristics

Characteristic

s

Primary Airport

Access Raod

Terminal Area Access

Road Recirculation

Road

Terminal Frontage

Road Service Road Desirable hourly lane capacity (vehicles/hour/lane)

Arterials: 700-800 Freeways: 1,200-1,600

900-1,000 600 Inside lane: 0 Outside lane: 300 Additional through lanes: 600

600-1,200

Source: FHWA/FAA, Intermodal Ground Access to Airports – A Planning Guide, December 1996.

7 Institute of Transportation Engineers, Traffic Engineering Handbook, 5th Edition, 1999. Capacities assumed were for automatic ticket dispenser at the entrance, and variable fee to cashier at the exit.


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Table 1-12 Roadway Level of Service Criteria

LOS Description Volume/Capacity Ratio

A Free flow in which there is little or no restriction on speed or maneuverability. 0.00 to 0.60

B Stable flow though operating speed is beginning to be restricted by other traffic. 0.61 to 0.70

C Stable flow though drivers are becoming restricted in their freedom to select speed, change lanes or pass. 0.71 to 0.80

D Tolerable average operating speeds are maintained but are subject to considerable sudden variation. 0.81 to 0.90

E Speeds and flow rates fluctuate and there is little independence on speed selection or ability to maneuver. 0.91 to 1.00

F Speeds and flow rates are below those attained in LOS E and may, for short periods, drop to zero. Above 1.00

Figure 1-20 shows the existing roadway level of service at DAL. As shown, the arrival curb roadway currently operates at LOS F during the PM peak hour. Field observations support this analysis. Intersection levels of service were based on methodologies prescribed by the Highway Capacity Manual (HCM)8 for signalized and unsignalized intersections. Table 1-13 shows the intersection LOS criteria.

8 Transportation Research Board, Highway Capacity Manual, Special Report 209, Third Edition, Updated December 1997.


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Insert Figure 1-16 Daily Traffic Distribution at Dallas Love Field Airport


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Insert Figure 1-17. Hourly Traffic Distribution at Dallas Love Field Airport


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Insert Figure 1-18. Existing Daily Traffic Volumes 11x17


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Insert Figure 1-19. Existing Peak Hour Traffic Volumes 11x17


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Table 1-13 Intersection Level of Service Criteria

Level of Service (LOS) Description

Signalized Intersection

Average Delay

(seconds)

Unsignalized Intersection

Average Delay

(seconds) A Very low delay. Most vehicles do not stop at the

intersection.

< 10 < 10

B More vehicles stop than with LOS A, causing higher delays.

> 10 and < 20 > 10 and < 15

C The number of vehicles stopping becomes significant, though many still pass through the intersection without stopping.

> 20 and < 35 > 15 and < 25

D The influence of congestion becomes more noticeable. Many vehicles stop and the proportion of vehicles not stopping declines.

> 35 and < 55 > 25 and < 35

E Results in delay considered to be unacceptable.

> 55 and < 80 > 35 and < 50

F Considered unacceptable to most drivers, often occurs with oversaturation, when arriving traffic exceeds the capacity at the intersection.

> 80 > 50

Source: 1997 Highway Capacity Manual.


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Insert Figure 1-20 Existing Roadway Level of Service 11x17


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The signalized intersection at Cedar Springs Road and Tom Braniff Lane currently operate at LOS A during the AM and PM peak hours. The unsignalized intersections at Aviation Place and at Hawes Street currently operate at LOS D or better during the AM peak hour, and at LOS F during the PM peak hour, as shown in Table 1-14.

Table 1-14 Existing Intersection Level of Service

Airport Peak

Hour

Intersection Control Delay (sec)

Level of Service

Cedar Springs at Tom Branniff Signalized 5.0 A Cedar Springs at Aviation Place Unsignalized 436 F Cedar Springs at Hawes Unsignalized 1077 F

1.6.4 Traffic Surveys This section describes the regional and ground access traffic surveys that were conducted as part of the Dallas Love Field Airport Impact Analysis / Master Plan Study. The traffic surveys consisted of the following:

• Seven-Day 24-Hour Machine Tube Counts (Arterial and Airport Roads) • One-Day 24-Hour Machine Tube Counts (including ins/outs at public and employee parking lots) • Peak Hour Intersection Turning Movement Counts • Peak Hour Vehicle Classification Survey (Travel Mode) • Peak Hour Vehicle Occupancy Survey

• Seven-Day 24-Hour Machine Tube Counts Seven-day 24-hour machine tube counts were conducted on July 28 – August 3, 2000 at two locations:

1. Cedar Springs Road north of Mockingbird Lane 2. Mockingbird Lane east of Cedar Springs Road

Preliminary analysis of the count data showed Friday as the peak day for the airport access on Cedar Springs Road, with approximately 38,800 vehicles per day counted in both directions. Based on this result, the one-day and peak period surveys discussed below were conducted on Friday, August 11, 2000. Preliminary analysis also showed that the airport peak inbound traffic occurred from 2:30 p.m. to 3:30 p.m., and peak outbound traffic from 4:15 p.m. to 5:15 p.m. Peak total traffic occurred from 4:15 p.m. to 5:15 p.m. Based on these results, the peak period surveys discussed below were conducted from 3:00 to 6:00 p.m.


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• One-Day 24-Hour Machine Tube Counts Machine tube counts at other locations were limited to one day. These one-day counts were conducted on Friday, August 11th. These counts were used to determine the traffic pattern on the airport roadway network. One-day 24-hour machine tube counts were conducted at the locations shown on Figure 1-21. All in all, 31 one-day count stations were actually surveyed. • Peak Period Vehicle Classification (Travel Mode) Survey Vehicle classification surveys were conducted during the peak day (Friday) and peak period (3-6 p.m.) of airport activity at four locations, as shown previously on Figures 1-21. Inbound vehicles were counted and classified at all locations.

1. Station VC1 (Cedar Springs Road north of Mockingbird Lane) – inbound only. 2. Station VC2 (Inbound Terminal Loop Road past the Recirculation Road) 3. Station VC3 (Terminal Curbside Roadways) 4. Station VC4 (Aviation Place/Southwest Air Cargo area)

Figure 1-22 shows the vehicle composition at the survey stations. The inbound vehicle composition at Cedar Springs Road north of Mockingbird Lane consisted of approximately 93 percent private autos and SUV’s, 3 percent taxis and limousines, 2 percent courtesy shuttles, 1 percent for-hire shuttles, and 1 percent other vehicles (which include delivery, cargo trucks, and others). The inbound traffic at the Terminal Loop Road past the Recirculation Road consisted of approximately 79 percent private autos and SUV’s, 9 percent taxis and limousines, 10 percent courtesy shuttles, and 2 percent for-hire shuttles. Traffic on the Terminal Curbside Roadways consisted of approximately 73 percent private autos and SUV’s, 11 percent taxis and limousines, 13 percent courtesy shuttles, 2 percent for-hire shuttles, and 1 percent other types of vehicles. Traffic on Aviation Place/Southwest Air Cargo area consisted of approximately 90 percent private autos and SUV’s, and 10 percent other types of vehicles. Detailed vehicle classification at the Shuttle Roadway was obtained during the shuttle vehicle occupancy survey. Figure 1-23 shows the distribution of shuttle vehicles and passengers. The distribution of shuttles vehicles consisted of approximately 57 percent rent-a-car, 34 percent parking, 3 percent employee, 4 percent hotel, and 1 percent for hire. The rent-a-car shuttles consisted of approximately 25 percent Hertz, 11 percent Thrifty, 18 percent Budget, 16 percent Avis, 12 percent National, 5 percent Dollar, 7 percent Alamo, and 6 percent Advantage. The parking shuttles consisted of approximately 50 percent Best, 27 percent AAMPCO, and 23 percent The Parking Spot.


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Insert Figure 1-21. Traffic Survey Locations (11x17)


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Insert Figure 1-22 Vehicle Classification Summary (11x17)


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Insert Figure 1-23. Distribution of Shuttle Vehicles and Passengers (Station 5)


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• Peak Period Vehicle Occupancy Survey Vehicle occupancy surveys were conducted during the peak day (Friday) and peak period (3-6 p.m.) of airport activity at four off-site parking and rental car driveways as well as at the Shuttle Roadway, for a total of five (5) stations.

1. Best Parking 2. Avis Rental Car 3. The Parking Spot 4. Budget Rental Car 5. Shuttle Roadway

Vehicles were surveyed in both directions. The vehicle occupancy survey at the Shuttle Roadway provided information on the relative market shares of the rental car and parking occupancies operating at DAL. Figure 1-23 shown previously presented the distribution of shuttle passengers. The distribution of shuttle passengers consisted of approximately 52 percent rent-a-car, 38 percent parking, 5 percent employee, 5 percent hotel, and 1 percent for hire. The distribution of rent-a-car shuttle passengers consisted of approximately 31 percent Hertz, 13 percent Thrifty, 14 percent Budget, 19 percent Avis, 10 percent National, 4 percent Dollar, 5 percent Alamo, and 4 percent Advantage. The distribution of parking shuttle passengers consisted of approximately 39 percent Best, 31 percent AAMPCO, and 30 percent The Parking Spot. Table 1-15 summarizes the resulting passenger occupancies. Average shuttle occupancy is approximately 3.3 passengers per vehicle (ppv) for all shuttles. Employee shuttles have the highest average occupancy of 5.1 ppv. Parking and hotel shuttles have average occupancies of 3.7 and 3.6 ppv, respectively. Rental car shuttles have an average occupancy of 3.0 ppv. For-hire shuttles have the lowest average occupancy of 2.0 ppv. The table also shows the relative mode shares of shuttle passengers. Of the total passengers using shuttles (excluding employees), approximately 55 percent used rental car shuttles, approximately 40 percent used the parking shuttles, and the remaining 5 percent used the hotel or for-hire shuttles. The table also shows the relative proportion of passengers carried by each company. The rental car passengers were distributed as follows: Hertz – 31 percent, Avis – 19 percent, Budget – 14 percent, Thrifty – 13 percent, National – 10 percent, and the rest have approximately 5 percent each.


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Table 1-15 Vehicle Occupancy Survey Summary Station VO5 (Shuttle Roadway)

Number Percent Percent (Excl.

Employee) Percent by CompanyVehicle Class Veh. Pass. Occu. Veh. Pass. Veh. Pass. Veh. Pass.Rent-A-Car 245 727 3.0 57% 52% 59% 54% 100% 100%Hertz 61 225 3.7 14% 16% 15% 17% 25% 31%Thrifty 28 94 3.4 7% 7% 7% 7% 11% 13%Budget 45 103 2.3 11% 7% 11% 8% 18% 14%Avis 39 139 3.6 9% 10% 9% 10% 16% 19%National 30 74 2.5 7% 5% 7% 6% 12% 10%Dollar 12 27 2.3 3% 2% 3% 2% 5% 4%Alamo 16 36 2.3 4% 3% 4% 3% 7% 5%Advantage 14 29 2.1 3% 2% 3% 2% 6% 4%Parking 146 534 3.7 34% 38% 35% 40% 100% 100%Best 72 208 2.9 17% 15% 17% 16% 49% 39%AAMPCO 40 167 4.2 9% 12% 10% 12% 27% 31%The Parking Spot 34 159 4.7 8% 11% 8% 12% 23% 30%Employee 14 72 5.1 3% 5% 3% 5% Hotel 19 68 3.6 4% 5% 5% 5% For Hire 4 8 2.0 1% 1% 1% 1% Total 428 1409 3.3 100% 100% 100% 100%


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1.7 EXISTING ENVIRONMENTAL CHARACTERISTICS Chapter 6 of this Master Plan contains an Environmental Overview of the categories considered during the planning process of any Airport Master Plan. The information contained in the following sections of this Chapter presents the climatological, existing noise control program and existing air quality requirements each of which will be presented in greater depth in the Environmental Overview. 1.7.1 Climatological Conditions The climatic environment of an airport site influences the operational characteristics of the aircraft as well as airfield facility requirements. Fore example, cloud ceiling and visibility conditions affect airport capacity because aircraft spacing usually increases as these conditions deteriorate. Annual temperature is useful in recommending runway specifications. Wind persistency (prevailing wind direction vs. wind speed over time) during various weather conditions dictates runway orientation, as well as the location of instrument landing aids. Temperatures during the summer range from 70 degrees Fahrenheit (21 Celsius) to 97 degrees Fahrenheit (36 Celsius). The mean maximum temperature for the hottest month (August) is 95.5 degrees Fahrenheit (35.3 Celsius). Winter temperatures range from 33 degrees Fahrenheit (0 Celsius) to 67 degrees Fahrenheit (19 Celsius). The mean minimum temperature of the coldest month (January) is 36 degrees Fahrenheit (2 Celsius). These temperatures are based on 1999 calendar year (CY) observations as recorded at Dallas-Love Field. Average annual temperatures for Dallas have been increasing over the past several years. Average annual rainfall for Dallas-Love Field is 33.70 inches (840 mm). The wettest month, May, recorded 4.6 inches (114 mm) of precipitation for CY 1999. The driest month, February, had 2.4 inches of precipitation (61 mm) for the same year. Snowfall during January totaled 1.9 inches (47 mm). Average rainfall during the summer months has been decreasing over the past several years. Total rainfall for CY 1999 was only 23.59 inches, over 10 inches below normal. • Wind Analysis Historical wind data from January 1, 1990 – through December 31, 1999 was obtained for Dallas Love Field to update the existing windrose information provided on the current Airport Layout Plan. The data were obtained from the U.S. Department of Commerce, National Climatic Data Center (NCDC) located Asheville, NC. Wind coverage is the percent of time that aircraft can conduct safe operations within acceptable crosswind components. The FAA guidelines indicate that the desirable coverage for an airport is 95 percent, based on total hours of weather observations or "All-Weather" conditions. The data was analyzed to study the operational impacts of wind on the existing runway at the airport. Ideally runways should be aligned with the prevailing wind to reduce the effects of a crosswind on landing aircraft. The updated analysis is depicted on Figure 1-24 and indicates that both the primary and crosswind runways can independently provide greater than 95 percent wind coverage.


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Insert Figure 1-24- Wind Analysis


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1.7.2 Noise The purpose of this section of the document is to provide background information on the existing Noise Control Program at Love Field including the Department of Aviation’s on-going Noise Abatement and Mitigation program. A comprehensive existing and future noise analysis is presented in the Environmental Overview chapter of the document. The Dallas Love Field Noise Control Program was officially adopted by the Dallas City Council in December of 1981 to provide a voluntary noise abatement and mitigation program for Love Field that could be implemented over time. To balance the operating needs of the airport and the surrounding communities, the City adopted the “Dallas Love Field Policies”. These policies recognize Love Field’s importance to the Dallas community at large and also establish a noise reduction goal aimed at reducing the impact of airport operations on the surrounding neighborhoods. Some of the most effective measures among others to date in the program include: • A Noise Abatement Advisory Committee Members of the committee meet quarterly to review airport operations, effectiveness of the overall noise abatement, incidents of non-compliance, records of noise complaints, and potential adjustments or improvements to the noise control program. • Noise Monitoring and Flight Tracking System The City has installed 13 permanent noise monitors in key locations around the airport. The system has the ability to collect noise, runway use and flight track information for every arrival and departure at Love Field. The data is stored and can be referenced at any time and various reports produced. • Noise Complaint Hotline Aircraft related noise disturbances can be reported 24 hours a day to airport operations personnel. The incident is recorded and an investigation of the specific disturbance is initiated at that time. Operators that may have caused the event are contacted and encouraged to comply with all of the voluntary noise abatement procedures at Love Field. • Noise Abatement Information Noise Abatement information to pilots and airport users is a key to the effectiveness of the program. The airport has installed signs at the runway ends informing pilots to follow Noise Abatement Procedures. In addition to signs, the airport has published an information package that is updated and distributed on a regular basis to the Fixed Base Operators and pilots. • Nightime Preferential Runway Use The Department of Aviation has in place a policy that encourages the use of Runway 13R-31L for turbojet aircraft and aircraft weighing over 12,500 lbs. Nightime hours are those between 10:00 p.m. and 7:00 a.m.


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• Trinity Departure for Night Operations on Runway 13R Voluntary measure encouraging the use of a river route departure when air traffic flow is to the south for turbojet aircraft and aircraft weighing over 12,500 lbs. ATC would request this the use of this runway and departure when traffic flows and safety conditions permit. • Noise Abatement Departure Profile All departing aircraft are requested to use a noise abatement departure profile in order to get to a higher altitude more quickly to reduce takeoff noise over residential areas. This is a voluntary measure. • Engine Run-up Restriction All maintenance run-ups are prohibited from midnight to 6:00 a.m. The Department of Aviation has installed video recorders to monitor engine run-up areas during the nightime hours. • Prohibition of Training Flights No training flights are allowed at Love Field between the hours of 10:00p.m. and 7:00 a.m. Existing and Future Noise Contours Existing and future noise contours have been prepared along with a detailed analyses of the population, land use and other impacts that result. The existing 2000 contours are also compared to those prepared in 1998. All of this information is provided in the Environmental Overview chapter of the Master Plan report.


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1.7.3 Air Quality Requirements Planning for air quality in the Dallas-Fort Worth four county area (Collin, Dallas, Denton, and Tarrant) is the responsibility of the Texas Natural Resource Conservation Commission (TNRCC). On April 19, 2000, the TNRCC adopted amendments to the State Implementation Plan (SIP) for the Dallas-Fort Worth ozone nonattainment area. Revisions specific to airports include Rule Log Number 1999-055E-114-AI, Airport Ground Service Equipment (GSE). These rules comprise one element in the attainment demonstration state implementation plan (SIP) control strategy for the Dallas/Fort Worth (DFW) ozone nonattainment area. This control strategy is needed for the DFW area to attain the 1-hour ozone standard by November 15, 2007. These regulations apply to the four major airports in the DFW nonattainment area. – Love Field, DFW International, Meacham Field, and Alliance Airport. GSE consists of a variety of vehicles and equipment that are used to service aircraft during their ground based operations which includes passenger/cargo loading and unloading, potable water storage, lavatory waste tank drainage, aircraft refueling, engine and fuselage maintenance, and catering. GSE also includes aircraft pushback tugs, baggage and cargo tugs, carts, forklifts, lifts, ground power units, air conditioning units, air start units, and belt loaders. Owners and operators of GSE must meet either a 100 percent electrification goal or meet an emission reduction goal of 90 percent by any alternative measure phased in over time and complete by December 31, 2005. In general , a reduction of Nox emissions which is equal to or greater than the following percentage of Nox emissions attributable to the GSE fleet:

• 20% reduction by December 31, 2003 • 50% reduction by December 31, 2004, and • 90% reduction by December 31, 2005

A complete air quality analysis has been conducted and the results are provided in the Environmental Overview of this Airport Master Plan / Impact Analysis.

Documents

AIRPORT TERMINAL USE INTERIM PLAN - Dallas Love