brian415 wrote:The innovation involved compartments and glass doors that prevented intermingling of passengers.
brian415 wrote:I distinctly remember having rode on a people-mover system at KIX that segregated landside and airside passengers on the same trainset. The innovation involved compartments and glass doors that prevented intermingling of passengers.
txjim wrote:DFW had the Airtrans system groundside then added the TrAAin system to service AA terminals airside in 1990 using the same tracks. The system ended for passengers in 2003 with the airside Skylink system starting in 2005.
Birdwatching wrote:Meanwhile in the USA, there is no way to transfer airside between terminals at many hubs. It's not exactly rocket science.
brian415 wrote:txjim wrote:DFW had the Airtrans system groundside then added the TrAAin system to service AA terminals airside in 1990 using the same tracks. The system ended for passengers in 2003 with the airside Skylink system starting in 2005.
FALSE. TrAAin was exclusively LANDSIDE. Its top speed was not much more than 10 miles per hour. It was decommissioned because there was no value in maintaining a landside people mover.
In 1991 American Airlines built 2 new stations each in Terminals A (2E) and C (3E) for $38 million as part of the new "TrAAm" (later, "TrAAin" service). The modern stations, built adjacent to employee stations on the secure ramp side, allowed connecting passengers to transfer between American's terminals without exiting security to use the inter-terminal airport train. These stations provided escalator service directly to the terminal gate areas. A fifth TrAAin station serving Terminal B (2W) was later constructed along a guideway when American Airlines expanded to that terminal. This new service resulted in termination of the Airtrans cargo service, as all cargo vehicles were converted to passenger vehicles.
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