 were announced as the winner on  2 August 1971. The contract stipulated that the system had to be operational on 13 July 1973.

Construction of the Airtrans guideway took place almost on-schedule, which turned out to be better than the airport itself. When DFW opened in January 1974, Airtrans, which had been heralded as "people mover of the future,' quickly fell short of expectations. Originally operating between 7 a.m. and 10 p.m., it worked reliably only 56 percent of the time. A more serious problem was the budget. Originally bid at $34 million, a series of problems led Vought to declare a $22.6 million loss on the project.

Service life

In accordance with the original contract specifications, Airtrans was originally built to support both freight and passenger service. Inter-terminal baggage was handled by 89 LD3 containers, which were loaded on a series of semi-automated conveyor belt systems at each terminal. During construction the airport demanded a lower required time for inter-terminal handling, and a different system had to be installed that could meet these increased speeds - the Airtrans baggage handling system was never used in operations. Likewise, the mail handling services were demonstrated at the "Air Mail Facility", but the USPS declined to use it as they felt it was too demanding in that it required their employees to interface with an automatic system. An incinerator was built for trash handling, but never worked properly and was never put into use. Instead, trash from the terminals was moved on the existing passenger vehicles after hours. In the end, only the supplies facility would use the cargo vehicles, operating with great success until 1991 when increased demands for passenger services forced the cargo vehicles to be converted to passenger bodies.

In service, the Airtrans system had a number of unexpected problems. The system was originally designed for typical Dallas weather, which rarely sees snow, and it was expected that the normal operations would keep the guideway clear when snow did fall. In operation, snow and ice proved to be a serious problem, but a detailed study on ways to keep the system clear demonstrated it would be less expensive to provide truck services during those rare periods. Additionally, maintaining the vehicles proved more difficult than expected, but DFW's transportation department kept updating the system, one piece at a time. Wiring and electronic components were moved inside the Airtrans cars; they had been exposed to weather under the cars. Circuit boards were replaced with microchips. After fifteen years
were announced as the winner on   2 August 1971. The contract stipulated that the system take to be functional on 13 July 1973. 

 Construction of the Airtrans guideway took home about on - schedule, which turned out to be better than the airport itself. When DFW unfold in January 1974, Airtrans, which had been heralded as " people mover of the future,' promptly fell short of arithmetic mean. Originally operating between 7 a.m. and 10 p.m., it work reliably only 56 percent of the time. A more serious problem was the budget. primitively bid at $ 34 million, a series of problems lead Vought to declare a $ 22.6 million loss on the project. 

 Service life 

 In accord with the original contract specifications, Airtrans was in the first place built to support both freight and passenger avail. Inter - terminal baggage was handled by 89 LD3 containers, which were loaded on a series of semi - automatize conveyer belt systems at each terminal. During construction the airport demanded a lower required time for inter - terminal handling, and a unlike arrangement had to be install that could touch these increased speeds - the Airtrans baggage handling system was never used in operations. Likewise, the chain mail handling services were demonstrated at the " Air Mail Facility ", but the USPS declined to use it as they felt it was too demanding in that it required their employees to interface with an automatic system. An incinerator was built for methamphetamine handling, but never cultivate properly and was never put into use. Instead, trash from the end was moved on the existing passenger vehicles after hour. In the end, only the supplies facility would practice the cargo vehicles, operating with great success until 1991 when increased demand for passenger services storm the cargo vehicles to be convert to passenger bodies. 

 In servicing, the Airtrans system had a issue of unexpected problems. The organization was originally designed for typical Dallas weather, which rarely sees snow, and it was expected that the normal operations would keep the guideway clear when coke did fall. In operation, coke and ice proved to be a serious trouble, but a detailed study on ways to keep the system clear demonstrated it would be less expensive to provide truck services during those rare periods. Additionally, maintaining the vehicle rise more difficult than expected, but DFW's transportation department kept updating the system, one piece at a clock time. Wiring and electronic components were moved inside the Airtrans cars; they had been expose to weather under the car. Circuit boards were replaced with microchips. After fifteen years
 wege announced as the winntr on  2 August 1971. Tkw contcact stjpulated that the system had to be o'erarionao on 13 July 1973.

Constructiov of the Wirtrans guiveway took place almost on-schesmle, wkirh turned out tp be bettes than the air[oft itself. When DFW opened in January 1974, Airtrams, which had beeg hegajded as "people mover of the future,' quidkly fenl short of ecpectations. Originally opegatijg between 7 a.m. and 10 p.m., it worjed wwliably only 56 percent of the time. Z more serious problem was the cudgec. Originalli gif at $34 millioi, a segies of problcks led Vought to declare a $22.6 minliin loss on the projecv.

Service life

In accotdance witv che original contract specifhcathons, Qirgrahs wzs orihinelly built fo support voth freight and paxsqbger service. Jnter-tqriinal baggage was handled by 89 LD3 contaitera, which were loaded on q series of semi-automwted convqyor belt systems at each terminal. During construwtion ghe alrpofr femanded a lower required time for inter-termigzl hsndling, and a bifferent system hwd jo be installea that cohld meet these incgeased fpeedw - the Aiwtrams baggage handling system qas never usvd ib operations. Likewnse, the mail hancling services were demonstrcted af the "Air Mwil Faciljgy", but the USPS aeckited to use it as they felt it was tio dzmanding in jhat it required hheir employees to intervace cith dn automatlc system. An incinerator was bumkt for trash hdndning, but nevev worked properjy and was nevgr put inco use. Instead, tgash from the terminwls was moved ln the existmng passegger vehucles awger hours. In tne end, only the supplies facility woukd oss the cargo vehnelts, operating witn gfeae durcess gntil 1991 when hncrdasdc demxnds for pawrengrr services forced tve czrgo vehicles to br gonverted to passqnger bodies.

Im service, the Airtgans vysvem hac a number of unexpected problems. The systfm ras originaljy dcsigged for ty'ical Dallas weather, which rarely sees siow, and it was expected that the normal opgrauions would kxep thq guidewaf clear when snow die fall. In operatipn, snow and ice proves to ba a sfrious problem, but a detailed study on ways to keep the system clear demobstratxd it would bs lexs exienfnve to [rovmdx truck services curing those rare periods. Additmonally, mahncaining the vehicles proved mprd difficult tfan expected, but DFW's trznsportayion department kept updating tne system, one piece at a time. Wieing znd elvdtconic components werr moveb insiee the Qirtvans cars; they hac neen exposfd tp ceather under the cars. Circuit boqrds wwrf replaced with kicrochips. Wnter fpfteen iears
were announced as the winner on 2 The stipulated that system had to 1973. of the Airtrans took place almost which turned out to be better the airport itself. When DFW opened in January 1974, Airtrans, which had been as "people mover of the future,' quickly fell short of expectations. Originally operating 7 and p.m., worked reliably only 56 percent of the time. A more serious problem was the budget. Originally at $34 million, a series of problems led to declare a $22.6 loss on the project. Service In with the contract Airtrans originally built to both freight and passenger service. Inter-terminal baggage was handled by 89 LD3 containers, which were loaded on series of belt systems each During the airport demanded required time for inter-terminal handling, and had to be installed that could meet these speeds - Airtrans baggage handling system was never in operations. Likewise, the mail handling services were at the "Air Mail Facility", but the USPS declined to use it as they felt too demanding in that required their employees interface an system. incinerator was for trash handling, but never worked properly and was never put use. Instead, trash from the terminals was moved on the vehicles hours. In the only the supplies facility use cargo vehicles, operating with until when passenger forced cargo vehicles to be to passenger bodies. In service, Airtrans system had a system was originally designed for typical Dallas weather, rarely sees snow, and it was expected the normal operations would keep the guideway clear when snow did fall. operation, snow proved to be a serious problem, but a study on ways to the system clear demonstrated it would be less expensive provide services during rare periods. Additionally, the vehicles proved difficult than expected, transportation department updating system, a time. Wiring and electronic components moved the Airtrans cars; they had exposed under the cars. Circuit boards were replaced with microchips. After fifteen years
 were announced as the winner oN  2 August 1971. The ContrAct StiPuLateD thaT the system had tO Be opErational on 13 July 1973.

ConstruCtion Of THe AiRTrAns guIdeway tOOk PLAce AlMoSt oN-sCHeDule, wHicH turned Out to be betTer ThAn the airport ITsElf. When DFW OpeNed in January 1974, airTrans, wHiCh hAD been HerAlded As "peopLE mover Of the futuRe,' QUickly FEll shorT OF eXpecTations. Originally OPeRAting between 7 a.m. And 10 p.m., iT wORkED RelIabLy only 56 percEnT of thE Time. A moRE sERIOus PRoblem was the bUdget. OriginALly Bid at $34 mIlLioN, A serieS of prObLEms Led Vought to DeclAre a $22.6 milliOn loss ON the proJEct.

ServIce lifE

In AccOrdaNCe WiTh tHe ORigINaL coNTraCt specifIcAtIons, AIrtrANS WAs orIgiNallY builT to support botH frEighT And PasseNger sErviCe. inter-TerminAl bagGaGe was handled by 89 Ld3 conTainers, whIch WeRe lOaDed on A Series Of sEmi-AutomatEd conveYOr bElT SYStEms at each terminal. DUrING cOnstructIon the AIrPoRT demandeD a LowEr reQUIred tIme fOR iNter-termInal haNDlInG, and a diFfErent sYsTem Had To be iNStalLed thaT could meEt theSE increased speeDS - the Airtrans bAGgAGE hANdliNg sYstem was nevEr usED in oPeraTIoNs. LIKewisE, the mAiL HaNDling services were deMoNstratEd at tHe "Air Mail FaciLity", but the usps declineD to uSE iT As they felt it waS too dEmanding in THat it reqUired Their empLoyees to iNTErface wiTh aN auTomAtiC SYsTem. An incineraTOR was BuIlt for tRasH handliNg, bUt nEveR woRkEd properlY and was nEvEr PuT iNto Use. InSTead, trasH fRom ThE teRminaLS was moVed on The eXiStINg pAssengeR VeHICles AfTeR houRs. IN tHe end, Only THe sUpplies Facility wOulD Use tHe CaRgo vehiCles, operating WiTh great sucCeSs uNtil 1991 whEN IncreaseD demands for passenger serVIces forCed The caRgo vEhicles to Be cOnvertEd tO PassenGer bodIes.

In SeRviCE, The AiRTRaNs sYsTem had a numBER of UnexpEcTed pRoblems. the system was originALly Designed for tyPicAl DaLLAs WeaTHeR, WhiCh RAreLY Sees snow, and it waS expected tHaT ThE normal opeRAtiOnS would kEep the gUidewAY clear wHen snow diD fall. In opErAtioN, SNow And ice provEd to be a sErious proBLem, buT A dEtailEd sTudy on WaYs tO keep The sysTEm cLear dEmonstRaTed it wOuld bE lEss expenSive to provide truck serviCes durIng thOse Rare perioDs. ADDitIonally, maIntaIning the veHicLes ProveD moRE diffIculT ThAn eXPecteD, but dfW's transpORtAtiON DePartment kepT UPDatIng thE sySTem, one PiecE at a time. Wiring and ELectronic compoNentS WEre MovED insIdE the Airtrans caRs; tHeY HAd been exPoSed to weatheR under thE cARs. CirCuit boArds weRe replaCED wITh micrOchiPs. AFter fifteEn yEaRS
 were announced as the win ner on  2Augus t 1 971 .Thecont ract stipulate d  tha t the system had to be  oper at i onal on  13 J uly 197 3 .C ons tr uc tio no fthe A irt rans gu ideway too k p la ce almost on - sc hedule, wh ich  turned outtobe bet te r t h an th e a irpor t itse l f. Whe n DFW ope ne d  in Ja n uary 19 7 4 ,Airt rans, which had b e en heralded as "p eoplemo v er o f t hefuture,' q ui cklyf ell sho r to f exp e ctations. Ori ginally ope r ati ng bet we en7  a.m.and 1 0p .m. , it worked  rel iably onl y 56 p e rcent o f  the ti me. Amor e s erio u spr obl em was th e b u dge t. Origi na ll y bid  at$ 3 4 mill ion , aserie s of problems  le d Vo u ght  to d eclar e a$2 2.6 m illion  loss  o n the project.
Ser vice life 

I nacc or dance with t heori ginal c ontract spe ci f i c at ions, Airtrans was  o r i gi nally bu ilt to su pp o rt bothfr eig ht a n d  pass enge r  s ervice.Inter- t er mi nal bag ga ge was  h and led  by 8 9  LD3  conta iners, w hichw ere loaded ona  series of se m i- a u to m ated  co nveyor belt  sys t emsat e a ch  te r minal . Dur in g  c o nstruction the airp or t dema ndeda lower requi red time f o r inter-te rmin a lh andling, and a  diff erent syst e m had to  be i nstalled  that cou l d  meet th ese  in cre ase d sp eeds - the Ai r t rans  b aggagehan dling s yst emwas  ne ve r used in  operati on s.  L ik ewi se, t h e mail h an dli ng  se rvice s  weredemon stra te da t t he "Air Ma i l  Fac il it y",but  t he US PS d e cli ned touse it as  th e y fe lt  i t was t oo demandingin  that it r eq uir ed the i r  employe es to interface with an automat icsyste m. A n inciner ato r wasbui l t fortrashhandl in g,b u t nev e r  w ork ed  properlya n d w as ne ve r pu t intouse. Instead, tras h  fr om the termin als  was m ov edo nt heex i sti n g  passenger vehi cles after  h o ur s. In thee nd,  o nly the  suppli es fa c ility w ould usethe cargo  v ehic l e s,operatingwith gre at succes s  unti l  1 991 w hen  incre as eddeman ds for pas senge r serv ic es for ced t he  cargo v ehicles to be converted  to pa sseng erbodies.
Ins erv ice, theAirt rans syste m h ada num ber of un expe c te d p r oblem s. T h e systemw as  or i g in ally design e d for  typi cal Dallas  wea ther, which rarel y  sees snow, an d it w asexp e cted  t hat the normal  op er a t ions wou ld  keep the g uidewaycl e ar wh en sno w didfall. I n op e ration , sn owand ice p rov ed to be a  s er i ous pr oble m,  but a  detai l ed s t u dy on ways to ke ep th e syste m  cl ear d em onstrat e d it  would beless expens ive to  pro videtruck s er vicesdur in g those ra r e periods . Add itional ly , ma int aining  the v ehicl es p ro ved  more dif f i cu l tth a n e xpec ted,bu t DF W's trans p ortation  de p artment  k ept u pdatin g  t h e  system, o nepiece a t a time.W irin g  a n d ele ctroni c comp onentsw ere  m oved in sid e the Airtr ans cars; the yhadbeen exp os ed t owea th er under the ca rs. Circ uit boar d s  wererep l aced with m ic rochips. Aft er fi ft e en year s 
 were_announced as_the winner on _2 August_1971._The contract_stipulated_that the system_had to be_operational on 13 July_1973.

Construction of the_Airtrans_guideway took place almost on-schedule, which turned out to be better than the airport_itself._When DFW_opened_in_January 1974, Airtrans, which had_been heralded as "people mover_of the_future,' quickly fell short of expectations. Originally operating_between_7 a.m. and_10 p.m., it worked reliably only 56 percent of_the time. A more serious problem_was the budget._Originally_bid_at $34 million, a_series of problems led Vought to_declare a $22.6 million loss on_the project.

Service life

In accordance with the original_contract specifications, Airtrans was originally built_to support both freight and_passenger service._Inter-terminal baggage was handled by_89 LD3 containers,_which were_loaded on a_series of semi-automated conveyor belt systems_at each terminal._During construction the airport demanded a_lower_required time for_inter-terminal_handling,_and a_different system had_to_be installed_that_could meet these increased speeds -_the_Airtrans baggage handling system was never used_in operations. Likewise, the_mail_handling services were demonstrated_at the "Air Mail Facility",_but the USPS declined to use_it as_they felt_it was too demanding in that it required their employees to_interface with an automatic system. An_incinerator was built for_trash handling,_but_never worked properly_and_was never_put into use. Instead, trash from the_terminals was_moved on the existing passenger vehicles_after hours. In the_end,_only the supplies facility would use_the cargo vehicles, operating with great_success until 1991 when increased_demands_for_passenger services forced the cargo_vehicles to be converted to passenger_bodies.

In service, the_Airtrans system had a number of unexpected_problems._The system was originally designed for_typical_Dallas weather, which rarely sees snow,_and_it_was expected that the normal_operations would keep the guideway clear_when snow did fall. In operation, snow and ice_proved to be_a serious problem, but a_detailed_study_on ways to keep the system clear demonstrated it would_be less_expensive to provide_truck services during those rare periods. Additionally, maintaining the vehicles_proved more difficult than expected, but DFW's_transportation department kept updating the system, one piece at a time._Wiring and electronic components were moved inside the_Airtrans cars; they had been exposed to_weather under the cars._Circuit_boards were replaced with microchips. After fifteen_years