jsnww81 wrote:I remember the fanfare when the TrAAm (later renamed the "TrAAin") opened in 1991. The big new secure-side stations were built in open courtyards that had sat between the A, B and C sections of 2E and 3E. They were very early-1990s modern and a sharp contrast from the terminal interiors.
2E and 3E were joined by the connector sometime in the 1982-84 period, but before the TrAAm opened, the options for connecting pax were 1.) make the long walk on foot using the 2E-3E connector or 2.) leave security, go downstairs and ride the Airtrans, then re-clear security. As millionsofmiles said, that was the rationale for adding the infill stations and creating the TrAAm out of one of the existing Airtrans lines.
Of course, the Airtrans-TrAAm was still slow, jerky and prone to breakdowns, so almost immediately it seemed like DFW was talking about adding an upper-level bi-directional people mover, which ultimately became the Skylink that we know and love today.
Fun fact: when DFW opened and for many years afterward, there was a fee to ride the Airtrans. I believe it was dropped at some point in the early-mid 1980s when it became an important conduit for AA connecting passengers. I can remember my parents dropping coins in the Airtrans turnstiles on visits to DFW when I was very young.
Thank you, jsnww81. I'm enjoying this walk down memory lane with you and AA737-823. I was based at DFW in the Internatiomal operation (IDF) from 1988-1990. Our crew lounge for IDF was on the ramp level in 2E, and the only trips IDF crew would work out of 3E were the two HNLs, flights 5 and 7. It was a long trek over to gate 28 or 29 after we signed in. I recall they when I was based at LGA, our DC-10 trips to LGA and EWR also left from 28 and 29. (During my 3 years at LGA, i mainly flew DFW turns out of LGA and EWR with 4 hour sit times, during which I'd sit with my crew in the Host International coffee shop at the north end of 3E, also long gone.
When I was in tenth grade, my parents sent me to study for two months in Durango, Mexico. I flew AA to DFW (AA295) where I connected to BN51 to MEX. I remember the turnstiles in the Airtrans station, but they appeared to be broken. I had read that it cost a quarter to ride so I was ready with quarters but I didn't need them. By the time I began flying in 1984, the turnstiles were gone. When I was based at SFO from 1987-1988, we also had a lot of sit time at DFW and would go over to the Hyatt for lunch on the Airtrans, The Hyatt East tower (now gone) had a great soda fountain/coffee shop.
Looking back at old terminal maps, it amazes me for how long AA shared 2E with other airlines like Piedmont and Continental. Prior to the Texas International merger, Continental was in 4E with Delta but since 2E was originally Texas Internstional and Frontier, I guess 2E won out. We had to deadhead in November 1984 on Delta from DFW-ABQ, and the gate area's carpeting featured Continental meatballs. This fascinated me. My fellow flight attendants, not so much. Eastern and Lufthansa also remained in 2E for years.
I don't go through DFW much, but whenever I'm at the north end of 3E, I remember with a certain bit of nostalgia the TRAAM station there. By the time the TRAAM started operating, I was at LAX, and remember being bumped back to Domestic, and seeing the TRAAM ststion for the first time. I was impressed.
Just as LGA and EWR DC-10 flights seemed to arrive and depart gates 28 and 29 in 3E, it seemed that when I was based at SFO, we would arrive at gate 23 in 2E, (I only worked the DC-10), and when I went to IDF, I frequently worked 606 to SJU, which came through from LAX, and that was always at gate 23 also. There seemed to be a lot or consistency back then in gate assignments, driven, in part, I guess, by the configuration and wing clearances of certain gates. I seem to remembet the Lufthansa 747 and the AA 747SP, in the 1988-1990 time period, using gates 19 and 20. I may be off by a few gates, though.
um...ok
Some cool history: