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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Readying Love Field for a new type of traveler</title>
      <link>https://trid.trb.org/View/1214968</link>
      <description><![CDATA[This article follows the Love Field (Dallas-Fort Worth International) Airport's restructuring after a repeal of the Wright Amendment, scheduled to take full effect in October 2014, which had restricted commercial air service between Love Field and any point outside the state of Texas. The challenge for the city of Dallas and Southwest Airlines is to protect the low-cost role of Love Field in North Texas, as well as providing convenience and amenities for passengers, while limiting the number of gates, as proscribed by the Wright Amendment Reform Act of 2006, which reduced gates at Love Field available for passenger service from 32 to 20 and prohibited international nonstop flights from the airport. The Love Field Modernization Program (LFMP) was born out of a spirit of cooperation between the public and private sector in order to achieve the best model for airport construction. Project delivery methods are discussed.]]></description>
      <pubDate>Mon, 01 Oct 2012 09:20:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1214968</guid>
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      <title>Meeting the Expanding Needs of a Metropolitan Area: The Move from General Aviation to Commercial Aviation</title>
      <link>https://trid.trb.org/View/1109487</link>
      <description><![CDATA[The Dallas/Fort Worth Metropolitan Statistical Area (MSA) is the nation's fourth largest urban area, with an estimated population of about 6.5 million people. This area is served by two commercial airports: DFW International (DFW) and Dallas Love Field (DAL). Those airports also serve the residents of the counties surrounding the limits of that MSA; in fact, to the North (where the population growth is concentrated), no commercial airports are available until Oklahoma City, Will Rogers World Airport (OKC). The North Texas Regional Airport (GYI) is located midway; this airport is currently undergoing major improvements, and with the increase in demand in the near future it could play an important role in the air transportation system of the region. This paper outlines the possibility that GYI can meet a portion of the air travel demand from the northern boundaries of the expanding DFW MSA, and from “Red River” counties along the Texas-Oklahoma border. For population living in this region, an expanded GYI would be the ideal airport among those in the DFW area or OKC. The authors define the GYI Primary Airport Service Region (ASR) as the territory within a 90-minutes drive time from the airport. The trip rate (TR) the number of round trip flights per region resident in the ASR is then estimated using the DFW MSA trip rate with a reduced number to reflect the economic activity in the GYI ASR; this leads to a forecast of the potential GYI passenger activity for the next twenty years. The recommended course of action to move from a general aviation to commercial aviation is indicated into three distinct phases, short, medium and long term. Phase 1, introducing cargo activities, Phase 2, begin non scheduled operations, and Phase 3, scheduled operations. The method applied to GYI study could be used to analyze similar general aviation airports that exist in other metropolitan regions.]]></description>
      <pubDate>Mon, 08 Aug 2011 14:09:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1109487</guid>
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      <title>The Dallas Love Field People Mover Connector</title>
      <link>https://trid.trb.org/View/920147</link>
      <description><![CDATA[In anticipation of long-haul flights in 2014, Dallas Love Field is underway with a modernization program to maximize the efficiency of the airport operation. The program consists of the design and construction of a new terminal building consisting of twenty (20) gates in a dual loaded pier configuration and other terminal improvements such as baggage, security and check-in facilities. Dallas Area Rapid Transit (DART) is currently underway with the expansion of the light rail transit (LRT) system to the northwest including a station adjacent to Love Field less than one mile away. One option considered in the DART environmental impact statement was to route the LRT alignment through the airport in a tunnel however it was determined that this did not meet the cost-effectiveness guidelines of the Federal Transit Administration and was not further pursued. In the interest of regional mobility, the City of Dallas has determined that a direct connection via an Automated People Mover (APM) to the LRT is desired. This report discusses the steps that have been taken to date to determine the feasibility of providing an APM link between the LRT system and the new terminal facility. This paper will discuss tunneling and construction methods, system performance requirements, system alternatives, the recommended alternative, facilities considerations, technology assessment and program schedule. Illustrations of the proposed passenger stations, the new terminal complex and the proposed alignment will be included as well.]]></description>
      <pubDate>Thu, 24 Jun 2010 07:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/920147</guid>
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      <title>Deregulation Delayed is Deregulation Denied: Appealing the Wright Amendment</title>
      <link>https://trid.trb.org/View/793604</link>
      <description><![CDATA[This commentary addresses the issues of airline and airport deregulation through the Wright Amendment and the case of increased regulation at the Dallas/Ft. Worth and Love Field Airports in Texas. The restrictions limit the manner in which airline companies may operate in satellite airports within a close proximity to central metropolitan airports (in this case, Love Field and Dallas/Ft. Worth, respectively). Such restrictions were implemented in order to shield certain air carriers from cheaper and more competitive flights from the satellite airport. While many critics of the measure describe it as anti-competitive and non-beneficial, supporters point to an attempt to increase business at a more central location. Although the legislation has only an eight year term, the authors here polemically assert that deferment is an unsound policy.]]></description>
      <pubDate>Wed, 29 Nov 2006 09:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/793604</guid>
    </item>
    <item>
      <title>Tribulations in Effort to Reach a Compromise for the Wright Amendment (A Follow-Up)</title>
      <link>https://trid.trb.org/View/792689</link>
      <description><![CDATA[The so-called Wright Amendment was passed in 1979 to block long-haul flights out of Love Field in Texas.  This paper summarizes recent attempts to repeal the Wright Amendment.  Recent progress toward repeal of the Wright Amendment highlights the challenges and special interests involved in shaping transportation policy.  After much local debate, federal legislation has been introduced that would repeal the Wright Amendment in 8 years, while reducing the number of gates at Love Field and allowing international flights only from Dallas-Fort Worth Airport (DFW).  Among other conditions, the legislation calls for cities to oppose efforts to initiate commercial passenger service at any area airport other than DFW within an 80-mile radius during the 8-year period.  This legislation represents a compromise between those in favor of and those opposed to the repeal of the Wright Amendment.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:09:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/792689</guid>
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      <title>Repeal or Retain? The Wright Amendment Debate</title>
      <link>https://trid.trb.org/View/783386</link>
      <description><![CDATA[The Wright Amendment to the International Air Transportation Competition Act was passed in 1980.  It restricts travel in and out of Love Field in Dallas for commercial flights with more than 56 seats, and originally made it illegal to fly from Love Field to points beyond the four states surrounding Texas.  Since the amendment's original passage, four states have been added to the Wright Amendment service area.  This article explains why and how the Wright Amendment was passed, and presents some arguments on whether or not the amendment should be repealed by Congress.  Arguments on both sides are mainly economic and consider the profit/loss impact of the stakeholders.  Congress currently is considering repeal of the Wright Amendment.]]></description>
      <pubDate>Thu, 29 Jun 2006 07:38:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/783386</guid>
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      <title>How Airport Noise and Airport Privatization Effect Economic Development in Communities Surrounding U.S. Airports</title>
      <link>https://trid.trb.org/View/758729</link>
      <description><![CDATA[Over 1.9 million passengers and more than 38,000 tons of cargo pass through United States airports each day, and a recent study translated that to mean a creation of $507 billion a year nationwide in total economic activity; the airline industry employs 6.7 million people,  with 1.9 million jobs directly related to airports and another 4.8 million indirectly created in surrounding communities.  This article offers a snapshot of the impact that airport noise has on economic development in the areas that surround the airport and will attempt to ascertain the effect, if any, airport privatization has on surrounding growth.  The article focuses on some of the nation's busiest airports: Denver International Airport, Dallas/Fort Worth International Airport, Dallas Love Airport, O'Hare International in Chicago, Atlanta Hartsfield International, and Pittsburgh International.  The article's findings show that when a municipality surrounding the airport can boast Class "A" office space, five star hotels, luxury residences, and top notch school districts, the negative effects of airport noise  on the municipality's economic development generally diminish.  In terms of airport privatization, there is evidence that privatization has been largely successful in increasing the airport services and amenities throughout the rest of the world.]]></description>
      <pubDate>Thu, 01 Sep 2005 07:57:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/758729</guid>
    </item>
    <item>
      <title>TO REPEAL SECTION 29 OF THE INTERNATIONAL AIR TRANSPORTATION COMPETITION ACT (PERTAINING TO COMMERCIAL AIRLINE OPERATIONS AT LOVE FIELD, DALLAS, TX): OF THE COMMITTEE ON PUBLIC WORKS AND TRANSPORTATIO-</title>
      <link>https://trid.trb.org/View/343824</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/343824</guid>
    </item>
    <item>
      <title>A PICTORIAL HISTORY OF AIRLINE SERVICE AT DALLAS LOVE FIELD</title>
      <link>https://trid.trb.org/View/317368</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 31 Dec 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/317368</guid>
    </item>
    <item>
      <title>ASSESSMENT OF OPERATIONAL AUTOMATED GUIDEWAY SYSTEMS - JETRAIL</title>
      <link>https://trid.trb.org/View/69762</link>
      <description><![CDATA[The report is an assessment and evaluation of the Braniff International Airlines Jetrail system located at Love Field in Dallas, Texas, the first operational completely automated, demand-responsive, group rapid, intra-airport transportation system. It connects a parking lot at the entrance to Love Field and the Braniff terminal with three-quarters of a mile of double-lane mono-rail and has ten suspended vehicles, a maintenance facility, and three stations. The system was intended to retain passengers in the face of increased congestion at Love Field. Jetrail operated successfully from April 1970 to January 1974, at which time Braniff moved to the new Dallas-Ft. Worth Regional Airport. Over six million passengers were carried 1.3 million miles during this period without a fatality or major mishap. The system did this in spite of the engineering novelty and early, low reliability of the propulsion and control system. The Jetrail system continues to be used as an engineering test-bed for a prototype linear induction motor propulsion system. This latter system, Astroglide, is being developed by PRT Systems Inc. Since the motor has no moving parts, it is more simple than the rotary motor and drive train of the Jetrail system. This report provides information on the Jetrail operational experience and the Astroglide prototype for transportation planners, designers, developers, and operators of AGT systems for intra-airport, urban, recreational, and freight applications.]]></description>
      <pubDate>Mon, 31 May 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69762</guid>
    </item>
    <item>
      <title>AIRBORNE MEASUREMENT OF VOR/LOCALIZER SIGNAL STRENGTH AND DESIRED TO UNDESIRED SIGNAL RATIOS. VOLUME I. VOR AND LOCALIZER FREE SPACE INTERACTIONS, CHICKASHA, OKLAHOMA</title>
      <link>https://trid.trb.org/View/63364</link>
      <description><![CDATA[This report contains the results of airborne tests to obtain VHF Navaid signal strength measurements and also facility flyability recordings with two different Localizer and VOR Facility spacings. The tests were conducted with the VOR and Localizer transmitters on adjacent-channels. The data presented are measurements of the signal strengths of the facilities examined as well as crosspointer deviation and flag currents. Volume I - VOR and Localizer Free Space Interactions Chickasha, Oklahoma. Volume II - Love Field Dallas, Texas, Westmoreland Field Latrobe, Pa., 8-Loop, V-Ring and Twin-T Localizer Antenna Types. (Author)]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63364</guid>
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