Denver International Airport

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Coordinates: 39°51′42″N 104°40′23″W / 39.86167, -104.67306

Denver International Airport
IATA: DEN – ICAO: KDEN – FAA: DEN
Summary
Airport type		Public
Owner		City & County of Denver Department of Aviation
Serves		Denver, Colorado
Location		Extreme Northeastern Denver, Colorado
Elevation AMSL		5,431 ft / 1,655 m
Website		www.FlyDenver.com
Runways
Direction	Length		Surface
	ft	m
7/25	12,000	3,658	Concrete
8/26	12,000	3,658	Concrete
16L/34R	12,000	3,658	Concrete
16R/34L	16,000	4,877	Concrete
17L/35R	12,000	3,658	Concrete
17R/35L	12,000	3,658	Concrete
Statistics (2007)
Aircraft operations			614,169
Passengers			49,863,389
Source: Airports Council International[1]

Denver International Airport (IATA: DEN, ICAO: KDEN, FAA LID: DEN), often called DIA, is, by land size at 52 square miles (130 km²), the largest international airport in the United States, and the third largest international airport in the world after only King Fahd International Airport^[2] and Montréal-Mirabel International Airport. Runway 16R/34L is the longest public use runway in the United States.

In 2007, Denver International Airport was the eleventh busiest airport in the world by passenger traffic with 49,863,389 passengers. It was also the fifth busiest airport in the world by aircraft movements with 614,169 movements.^[1]

The airport is located in extreme northeastern Denver, Colorado, and is operated by the City and County of Denver. Denver International Airport is the busiest and largest airport in the United States without non-stop service to and from Asia, although the airport is actively seeking such flights.^[3] DIA was voted the 2005 Best Airport in North America by readers of Business Traveler Magazine and was named America's best run Airport by Time Magazine in 2002.^[4]

Denver International Airport is the main hub for low-cost carriers Frontier Airlines, Ted, and commuter carrier Great Lakes Airlines. It is also the second-largest hub for United Airlines (after Chicago's O'Hare International Airport), as well as a focus city for Southwest Airlines. Since commencing service to Denver in January 2006, the airline has added 30 destinations, making Denver Southwest Airlines' fastest-growing market, as well as the fastest-growing market in the history of Southwest Airlines.

Contents 1 Features 1.1 Solar Energy System 2 Geography 3 History 4 Automated baggage system 5 Design and expandability 5.1 Conspiracy Theories 5.2 Concrete integrity 6 Terminal & Concourses 6.1 Jeppesen Terminal 7 Concourses, airlines and destinations 7.1 Concourse A 7.2 Concourse B 7.3 Concourse C 7.4 Concourses D and E 8 Public transportation 8.1 Telecommunications 9 References 10 External links

[edit] Features

The airport's distinctive white tensile architecture tension fabric roof, is aesthetically designed to be reminiscent of the snow-capped Rocky Mountains in winter. Steel cables similar to those on the Brooklyn Bridge support the roof.^[5] It is also known for a pedestrian bridge connecting the terminal to Concourse A that allows travelers to view planes taxiing directly underneath and provides sweeping views of the Rocky Mountains to the West and the high plains to the East.

[edit] Solar Energy System

In February of 2008^[6], construction of an on-site, two-megawatt^[7] solar energy system began. The single-axis tracking system^[8] should provide 3.5 million kilowatt-hours^[9] of energy per year and spare the environment of more than five million pounds of carbon emissions annually^[10] . The system will generate the equivalent of half the energy needs for the underground trains that move people between concourses^[11]. The $13 million-plus^[12] system sits on 7.5 acres^[13], clearly visible to people entering and exiting the airport. WorldWater & Solar Technologies Corp. designed and is contructing the system, while MMA Renewable Ventures LLC--rather than DIA--will own it and sell its energy to the airport.^[14]

[edit] Geography

The airport is 25 miles (40 km) from downtown Denver^[15], which is 19 miles (31 km) farther away than Stapleton International Airport, the airport it replaced. The distant location was chosen to avoid noise impacts to developed areas, to accommodate a generous runway layout that would not be compromised by winter storms, and to allow for future expansion. The 33,000 acres (52 sq mi/130 km²)^[16] of land occupied by the airport is nearly twice the land area of Manhattan and slightly larger than the City and County of San Francisco. The land was transferred from Adams County to Denver after a 1989 vote,^[17] increasing the city's size by 50 percent.^{[citation needed]} However, much of the city of Aurora is actually closer to the airport than the developed portions of Denver, and all freeway traffic accessing the airport from central Denver passes through Aurora.

[edit] History

In September 1989, under the leadership of Denver Mayor Federico Peña, federal officials authorized the outlay of the first $60 million for the construction of DIA. Two years later, Mayor Wellington Webb inherited the megaproject, scheduled to open on October 29, 1993.

Delays caused by poor planning and repeated design changes due to changing requirements from United Airlines caused Mayor Webb to push opening day back, first to December 1993, then to March 1994. By September 1993, delays due to a millwright strike and other events meant opening day was pushed back again, to May 15, 1994. This earned the airport the tongue-in-cheek nicknames "Done In April," "Done In August," "Delayed Indefinitely Airport," "Democrats in Action," or "Denver's Imaginary Airport" using the DIA initials.^{[citation needed]}

In April 1994, the city invited reporters to observe the first test of the new automated baggage system. Reporters were treated to scenes of clothing and other personal effects scattered beneath the system's tracks, while the actuators that moved luggage from belt to belt would often toss the luggage right off the system instead. The mayor cancelled the planned May 15 opening. The baggage system continued to be a maintenance hassle and was finally terminated in September 2005 ^[18], with traditional baggage handlers manually handling cargo and passenger luggage.

On September 25, 1994, the airport hosted a fly-in that drew several hundred general aviation aircraft, providing pilots with a unique opportunity to operate in and out of the new airport, and to wander around on foot looking at the ground-side facilities—including the baggage system, which was still under testing. FAA controllers also took advantage of the event to test procedures, and to check for holes in radio coverage as planes taxied around and among the buildings.

DIA finally replaced Stapleton on February 28, 1995, 16 months behind schedule and at a cost of $4.8 billion,^[19] nearly $2 billion over budget. The construction employed 11,000 workers.^[20] United flight 1062 to Kansas City International Airport was the first to depart and United flight 1474 from Colorado Springs Airport was the first to arrive.^{[citation needed]}

After the airport's runways were completed but before it opened, the airport used the codes (IATA: DVX, ICAO: KDVX). DIA later took over (IATA: DEN, ICAO: KDEN) as its codes from Stapleton when the latter airport closed.

During the blizzard of March 17-19, 2003, heavy snow tore a hole in the terminal's white fabric roof. Over two feet of snow on the paved areas closed the airport (and its main access road, Peña Boulevard) for almost two days. Several thousand people were stranded at DIA.

In 2004, DIA was ranked first in major airports for on-time arrivals according to the FAA.

Another blizzard on December 20th and 21st, 2006 dumped over 20 inches (51 cm) of snow in about 24 hours. The airport was closed for more than 45 hours, stranding thousands.

On February 16, 2007, in a mysterious incident, 14 aircraft suffered windshield failures within a three-and-a-half-hour period at the airport. A total of 26 windshields on these aircraft failed. The NTSB opened an investigation, determining that foreign object damage was the cause, possibly the sharp sand used earlier that winter for traction purposes combined with wind gusts of 48mph.^[21]

[edit] Automated baggage system

The airport's computerized baggage system, which was supposed to reduce flight delays, shorten waiting times at luggage carousels, and save airlines in labor costs, turned into an unmitigated failure. An opening originally scheduled for October 31, 1993 with a single system for all three concourses turned into a February 28, 1995 opening with separate systems for each concourse, with varying degrees of automation.

The system's $186 million in original construction costs grew by $1 million per day during months of modifications and repairs. Incoming flights never made use of the system, and only United, DIA's dominant airline, used it for outgoing flights. The 40-year-old company responsible for the design of the automated system, BAE Automated Systems of Carrollton, Texas, at one time responsible for 90% of the baggage systems in the U.S., was acquired in 2002 by G&T Conveyor Company, Inc.^[22]

The automated baggage system never worked well, and in August 2005, it became public knowledge that United would abandon the system, a decision that would save them $1 million in monthly maintenance costs.^[23]

[edit] Design and expandability

Denver has traditionally been home to one of the busier airports in the nation because of its location. Many airlines including United Airlines, Continental Airlines, Western Airlines, TWA, the old Frontier Airlines and People Express were hubbed in Denver and there was also a significant Southwest Airlines operation at the old Stapleton International Airport. At times, Denver was a hub for three or four airlines. Gate space was severely limited at Stapleton, and the runways at the old Stapleton were unable to deal efficiently with Denver's weather and wind patterns, causing nationwide travel disruption. These problems were the main justification for the new airport. The project began with Perez Architects and was completed by Fentress Bradburn Architects^[24] of Denver, while the canopy was designed by Leo A. Daly.

With the construction of DIA, Denver was determined to build an airport that could be easily expanded over the next 50 years to eliminate many of the problems that had plagued Stapleton International Airport. This was achieved by designing an easily expandable midfield terminal and concourses, creating one of the most efficient airfields in the world.

At 33,000 acres (13,355 ha),^[16] DIA is by far the largest commercial airport in the United States in land area. Dallas/Fort Worth International Airport is a distant second at 18,100 acres (7,325 ha). The 327-foot (100 m) control tower is one of the tallest in North America.^[25] The airfield is arranged in a pinwheel formation around the midfield terminal and concourses. This layout allows independent flow of aircraft to and from each runway without any queuing or overlap with other runways. Additional runways can be added as needed, up to a maximum of 12 runways. Denver currently has four north/south parallel runways and two east/west parallel runways. To avoid excessively long taxi distances, runways ending closest to the terminals are used for landing while runways starting closest to the terminals are used for takeoff. Most narrow body aircraft don't use reverse thrust while landing because they save time by rolling to the runway's end before exiting.

DIA's sixth runway (16R/34L) is the longest commercial precision-instrument runway in North America with a length of 16,000 feet (4,877 m). Compared to other DIA runways, the extra 4,000-foot (1,200 m) length allows fully loaded jumbo jets to take off in Denver's mile-high altitude during summer months, thereby providing unrestricted global access for any airline using DIA. The sixth runway can also accommodate the Airbus A380.

The midfield concourses allows passengers to be screened in a central location efficiently and then transported via a rail system to three different passenger concourses. Unlike Hartsfield-Jackson Atlanta International Airport upon which the midfield design was based, Concourses B and C are not connected by any kind of walkway, they are only accessible via train.

The taxiways at Denver have been positioned so that each of the midfield concourses can expand significantly before reaching the taxiways. B Concourse, which is primarily used by United Airlines, is longer than the other two concourses, but all three concourses can be expanded as needed. Once this expansion is exhausted, space has been reserved for Concourses D and E.

All international flights requiring customs and immigration services currently fly into Concourse A. Currently eight gates are used for international flights. These north facing gates on Concourse A are equipped to divert incoming passengers to a hallway which connects to the upper level of the air bridge, and enters Customs and Immigration in the north side of the Main Terminal. These gates could also be easily modified to allow boarding on both the upper deck and the lower deck of larger planes such as the Airbus A380.

Once fully built out, DIA should be able to handle 110 million passengers per year, up from 32 million at its opening.

[edit] Conspiracy Theories

There are several conspiracy theories relating to the airport's design and construction. Murals painted in the baggage claim area have been claimed to contain themes referring to future military oppression and a one-world government. However, the artist, Leo Tanguma, has said the murals, entitled "In Peace and Harmony With Nature" and "The Children of the World Dream of Peace," depict man-made environmental destruction and genocide along with humanity coming together to heal nature and live in peace.^[26]

[edit] Concrete integrity

Two of DIA's runways and various DIA taxiways have been under scrutiny for possible failure. According to the Rocky Mountain News, runways 8/26 and 16L/34R along with various taxiways were constructed with sub-par concrete. The contractor, Ball, Ball, and Brossamer Corp., diluted the concrete used in the construction below acceptable limits to reduce costs, and was also alleged to have faked the quality assurance tests administered by the FAA. The contractor would get wind of an upcoming test in advance, and once a test time was known, adjust the concrete strength for the test sample in question to levels high enough to pass inspection. This caused the sub-par concrete to go undetected by the integrity tests. The combination of sub-par concrete and the rigged tests allowing its use has contributed to the degradation of the runways and taxiways in question, causing DIA to replace 1,287 concrete panels used in the affected runways and taxiways. The allegations against the contractor are as yet unproven.^[27]

Each runway and taxiway affected now undergoes a twice-daily inspection to search for additional damage caused by airport operations. Despite the increased vigilance, it is speculated that the runways in question will wear out and require replacement in 15-20 years, which is half of the estimated lifespan of 30-40 years.

ASR (alkali-silica reaction) may also be responsible for concrete degradation. ASR is caused when the cement used in the concrete mixture is highly alkaline, causing a reaction with the silica present in the gravel/sand components. A substance forms over time which absorbs water, causing the concrete to crack and crumble. Combine ASR with the natural extremes of the Freeze/Thaw cycle in Colorado and concrete degradation becomes a distinct possibility according to the FAA. Ball, Ball, and Brossamer also backs this line of reasoning.

Ball, Ball, and Brossamer has been party to a lawsuit in California due to similar deficiencies in a runway in Colorado Springs, and allegations have popped up at the John Wayne Airport in Orange County, CA.

Concrete integrity is important in aviation as loose concrete can be sucked into a jet engine at takeoff, possibly causing a catastrophic event. DIA officials are certain of the runway/taxiway safety for the time being and expect the periodic replacements and inspections to hold the line. Currently, DIA is conducting a survey into the feasibility of runway/taxiway replacement scheduled over a 13 month period.

[edit] Terminal & Concourses

Denver International Airport has three midfield concourses, spaced far apart. Concourse A is accessible via a pedestrian bridge directly from the terminal building, as well as via the underground train system that services all three concourses. For access to Concourses B and C, passengers must utilize the underground train system. Since the design of the airport countenanced no back-up plan to the train system (for instance, no underground pedestrian tunnels) the occasions on which the trains have failed have been embarrassing to the airport management.

The concourses and main terminal have a similar layout to Atlanta's airport, except that DEN has no "T" gates directly attached to the terminal.

The airport charges relatively high landing fees to airlines in order to offset its construction costs as a direct result of the airport being built to support hub operations of United and Continental. Continental subsequently abandoned the hub shortly before their Bankruptcy in the 90's and prior to the Airport opening. While these fees had led to an effort to increase competition from Colorado Springs Airport, the failure of Western Pacific Airlines and Southwest Airlines's decision to operate out of DIA has left DIA as the only major national airport in the region.

On December 14, 2006, The Denver Post reported that DIA is expanding Concourse C in the airport's "first major concourse expansion." At least eight new gates will be constructed at the east end of Concourse C estimated at a total of approximately $160 million. Construction on Concourse C is estimated to take 3 years and will allow primarily Southwest Airlines, but also other carriers, to increase flight schedules at one of the nation's fastest-growing airports.

Denver International Airport's Concourse B also recently expanded with the addition of a regional jet terminal at the east side of Concourse B. This Regional Jet concourse consists of two smaller concourses or fingers which are connected to Concourse B via two bridges^[28]. These gates allow direct jet bridge access to smaller Regional Jets. With the opening of the Regional Jet Concourse, United Airlines has left Concourse A entirely and now operates solely from Concourse B.

The Airport has also announced plans to revise the Airport Master Plan to account for changing circumstances since the airport opened. According to the December 14, 2006, Denver Post and Rocky Mountain News articles, plans are being drafted to extend the Main terminal to the South. This change would increase the number of ticketing counters and would also include a rail station for the terminus of the FasTracks commuter rail line from Denver's Union Station.

Denver also stated that they have started discussions with Frontier Airlines over possibly building another Regional Jet terminal on Concourse A. Since Denver International Airport is privately funded from operations all construction would be financed by bonds.

[edit] Jeppesen Terminal

Denver International Airport's Jeppesen Terminal, named after aviation safety pioneer Elrey Jeppesen, is the land side of the airport. Road traffic accesses the airport directly off of Peña Blvd which in turn is fed by Interstate 70 and E-470. Two parking garages are directly attached to the terminal. The terminal is separated into west and east terminals for passenger drop off and pickup. The central area of the airport houses two security screening areas as well as a large fountain and exits from the underground train system. The north side of the Jeppensen Terminal contains a third security screening area and a segregated immigration and customs area.

Passengers are routed first to the ticket gates for checking in. Since all gates at Denver are in the outlying concourses, passengers must pass through any one of the three separate security screening areas for admittance into the secure air side of the airport.

After leaving the main terminal via the train or pedestrian bridge, passengers can access 138 gates on 3 separate concourses (A, B, & C)

Stone used in the terminal walls was supplied by the same quarry used for the Tomb of the Unknown Soldier and the Lincoln Memorial.^[5]

[edit] Concourses, airlines and destinations

DIA is the home base of Frontier Airlines, the second-largest hub for United Airlines, and the primary hub for Ted, a subsidiary of United. The airport is also the main hub of Great Lakes Airlines. DIA was a hub for the now defunct Western Pacific Airlines and is also a focus city for Southwest Airlines.^[29][30]

The top airlines serving DIA are United Airlines and Frontier Airlines, controlling about 52% and 23% of all passenger traffic at DEN in December of 2007, respectively. Southwest Airlines' rapidly growing presence currently accounts for about 7% of the passenger traffic at DIA.^[31]

United and Frontier each serve multiple destinations in Canada, the Caribbean, and Latin America, and foreign flag carriers Air Canada, British Airways, Lufthansa, and Mexicana operate flights to their hubs.

[edit] Concourse A

Note: Concourse A handles all international arrivals at DIA (excluding airports with border preclearance) as well as the following departing flights:

Concourse A has 37 Gates: A24 - A61

• Air Canada Gates A41, A43 (Montréal, Toronto-Pearson)
• British Airways Gate A37 (London-Heathrow)
• Continental Airlines Gates A45, A47, A49 (Cleveland, Houston-Intercontinental, Newark)
• Frontier Airlines Gates A24 - A36, A38 - A40, A42, A44, A46, A48, A50 - A53 (Akron/Canton, Albuquerque, Anchorage [seasonal], Atlanta, Austin, Boise, Cabo San Lucas, Cancún, Chicago-Midway, Cozumel, Dallas/Fort Worth, Dayton, Detroit, Fort Lauderdale, Fort Myers, Hartford/Springfield [ends September 4], Houston-Intercontinental, Indianapolis, Kansas City, Las Vegas, Los Angeles, Louisville, Mazatlán, Milwaukee, Minneapolis/St. Paul, Nashville, New York-LaGuardia, Oklahoma City, Omaha, Orlando, Philadelphia, Phoenix, Portland (OR), Puerto Vallarta, Sacramento, Salt Lake City, San Antonio, San Diego, San Francisco, San Jose (CA), San José (CR) [seasonal], Santa Ana/Orange County, Spokane [begins June 12], St. Louis, Seattle/Tacoma, Tampa, Tucson, Vancouver [seasonal], Washington-Reagan)
  • Frontier Airlines operated by Lynx Aviation (Aspen, Billings, Boise, Bozeman, Colorado Springs, Durango, El Paso, Fargo, Grand Junction, Jackson Hole, Rapid City, Wichita)
  • Frontier Airlines operated by Republic Airlines (Albuquerque [ends June 14], Bozeman [ends June 13], Spokane [ends June 22])
  • Apple Vacations operated by Frontier Airlines (Huatulco) [seasonal charter]
• Great Lakes Airlines Gates A57, A59, A61, A63 (Alamosa, Alliance, Chadron, Cheyenne, Cortez, Dickinson, Dodge City, Farmington, Garden City, Gillette, Grand Junction, Hays, Huron, Kearney, Laramie, Liberal, North Platte, Page, Pierre, Pueblo, Riverton, Rock Springs, Scottsbluff, Sheridan, Telluride)
• JetBlue Airways Gate A35 (Boston, New York-JFK)
• Lufthansa Gates A41, A43 (Frankfurt, Munich [seasonal])
• Mexicana Gate A39 (Mexico City, Zacatecas [seasonal])
• Midwest Airlines Gate A48 (Milwaukee)

[edit] Concourse B

Note: International Arrivals are handled in Concourse A.

Concourse B has 83 Gates: B15 - B39, B41 - B99

• United Airlines Gates B17, B19, B21, B23 - B39, B43 - B53, B55, B57 (Albuquerque, Anchorage [ends September 21], Atlanta, Austin, Baltimore/Washington, Billings, Boise, Boston, Bozeman [seasonal], Burbank, Calgary, Charlotte, Chicago-O'Hare, Cleveland [ends September 2], Columbus (OH), Dallas/Fort Worth, Des Moines, Detroit, Eagle/Vail [seasonal], Grand Rapids [seasonal], Hayden/Steamboat Springs [seasonal], Honolulu, Houston-Intercontinental, Indianapolis, Jackson Hole [seasonal], Kahului [seasonal], Kansas City, Kona [seasonal], Lihue, London-Heathrow, Los Angeles, Mexico City [seasonal], Minneapolis/St. Paul, New York-LaGuardia, Newark, Oakland [ends September 1], Oklahoma City, Omaha, Palm Springs [seasonal], Philadelphia, Pittsburgh, Portland (OR), Raleigh/Durham [ends September 2], Sacramento, Salt Lake City, San Antonio, San Diego, San Francisco, San Jose (CA), Santa Ana/Orange County, Seattle/Tacoma, Sioux Falls, Spokane, St. Louis, Toronto-Pearson, Tucson, Tulsa, Vancouver, Washington-Dulles, Washington-Reagan, Wichita)
  • Ted operated by United Airlines Gates B15, B16, B18, B20, B22 (Bozeman [seasonal; ends September 1], Cabo San Lucas, Cancún, Fort Lauderdale, Ixtapa/Zihuatanejo, Las Vegas, Miami, Missoula [seasonal; ends September 1], New Orleans, Oakland [begins September 2], Ontario, Orlando, Phoenix, Puerto Vallarta, Reno/Tahoe, Tampa)
  • United Express Gates B54, B56, B58 - B99
  • United Express operated by GoJet Airlines (Dayton, San Antonio, St. Louis, Tulsa)
  • United Express operated by Mesa Airlines (Aspen, Atlanta, Austin, Casper, Cedar Rapids/Iowa City, Cody, Colorado Springs, Durango, Eagle/Vail, Fargo, Gillette, Grand Junction, Gunnison, Jackson Hole, Nashville, Rapid City, Rock Springs, Sioux Falls)
  • United Express operated by Shuttle America (Atlanta, Columbus (OH), Dallas/Fort Worth, Houston-Intercontinental, Indianapolis, Minneapolis/St. Paul, Toronto-Pearson)
  • United Express operated by SkyWest (Albuquerque, Aspen, Austin, Bakersfield, Bentonville/Fayetteville, Birmingham (AL), Billings, Bismarck, Boise, Bozeman, Burbank, Calgary, Cincinnati/Northern Kentucky, Cleveland [begins September 2], Cody, Colorado Springs, Columbus (OH), Dayton [ends September 2], Des Moines, Detroit, Durango, Edmonton, El Paso, Eugene, Fargo, Fresno, Grand Junction, Grand Rapids, Great Falls, Hayden/Steamboat Springs, Helena, Houston-Intercontinental, Huntsville, Idaho Falls, Indianapolis [seasonal], Kalispell, Knoxville, Lincoln, Madison, Medford, Memphis, Milwaukee, Minneapolis/St. Paul, Missoula, Moline/Quad Cities, Monterey/Carmel, Montrose, Oklahoma City, Palm Springs, Pasco, Peoria, Pittsburgh, Rapid City, Redmond/Bend, Salt Lake City, San Antonio, Santa Barbara, Saskatoon [begins September 2], Springfield, Traverse City [seasonal], Tucson, Tulsa, Wichita, Winnipeg)
  • United Express operated by Trans States Airlines (Little Rock, Moline/Quad Cities, St. Louis)

[edit] Concourse C

Note: International Arrivals are handled in Concourse A.

Concourse C has 22 Gates: C28 - C50

• AirTran Airways Gate C46 (Atlanta)
• Alaska Airlines Gate C32 (Anchorage [seasonal], Portland (OR), Seattle/Tacoma)
  • Horizon Air (Portland (OR))
• American Airlines Gates C35, C37, C39 (Chicago-O'Hare, Dallas/Fort Worth, Los Angeles, Miami)
• Delta Air Lines Gates C40, C42, C44 (Atlanta, Cincinnati/Northern Kentucky, New York-JFK, Salt Lake City)
  • Delta Connection operated by Comair (Cincinnati/Northern Kentucky)
  • Delta Connection operated by ExpressJet Airlines (Los Angeles, Salt Lake City)
  • Delta Connection operated by SkyWest(Salt Lake City)
• Northwest Airlines Gates C34, C36, C38 (Detroit, Minneapolis/St. Paul)
  • Northwest Airlink operated by Mesaba Airlines (Indianapolis) [seasonal]
  • Northwest Airlink operated by Pinnacle Airlines (Memphis)
• Southern Skyways
  • Southern Skyways operated by Falcon Air Express (Chicago/Rockford) [scheduled charter]
• Southwest Airlines Gates C31, C33, C41, C43, C45, C47 - C49 (Albuquerque, Amarillo, Austin, Baltimore/Washington, Chicago-Midway, Fort Lauderdale [begins August 4], Houston-Hobby, Indianapolis, Kansas City, Las Vegas, Los Angeles, Nashville, New Orleans [begins August 4], Oakland, Oklahoma City, Omaha [begins September 2], Orlando, Philadelphia, Phoenix, Portland (OR), Raleigh/Durham, Sacramento [begins August 4], St. Louis, Salt Lake City, San Antonio, San Diego, San Francisco [begins September 2], San Jose (CA), Seattle/Tacoma, Tampa)
• Sun Country Airlines Gate C40 (Minneapolis/St. Paul) [charter]
• US Airways Gates C28 - C30 (Charlotte, Philadelphia, Phoenix)
  • US Airways Express operated by Mesa Airlines (Phoenix)

[edit] Concourses D and E

Denver International Airport has reserved room for two more Concourses to be built beyond Concourse C for future expandability. Concourse D can be built without having to move any existing structure. The underground train system, however, will have to be extended. Concourse E will require moving a United Airlines hangar. However, before construction on Concourses D and E begins, Concourses A, B, and C can be extended in both directions to contain 80 gates per concourse. This is evident from the fact that the gate number 40 was selected to be the median gate number at the middle of each concourse; theoretically, this allows for gates 1 through 40 to be located to the west, and gates 41 to 80 to be located to the east, of the passenger train system.

[edit] Public transportation

The Regional Transportation District (RTD) operates five bus routes under the frequent airport express bus service called skyRide, as well as one Express bus route and one Limited bus route, between DIA and various locations throughout the Denver-Aurora and Boulder metropolitan areas.

The skyRide services operate on comfortable coaches with ample space for luggage, while the Express and Limited bus routes operate on regular city transit buses and are mainly geared for use for airport employees.

Route	Title	Areas Served
skyRide
AA	Wagon Road / DIA	Westminster, Northglenn, Thornton, Commerce City
AB	Boulder / DIA	Boulder, Louisville, Superior, Broomfield, Westminster
AF	Cold Spring / Downtown / DIA	Lakewood, Downtown Denver (Market Street Station), Northeast Denver
AS	Stapleton / DIA	Northeast Denver
AT	Arapahoe County / DIA	Littleton, Highlands Ranch, Greenwood Village, Southeast Denver, Central Aurora
Limited
169L	Buckley / Tower / DIA	South and East Aurora, Northeast Denver
Express
145X	Brighton / DIA	Brighton

skyRide services drop-off and pick-up from both the West and East side of the Jeppesen Terminal while the Express and Limited services drop-off only on the West side of the Terminal and pick-up only from the East side of the Terminal.

By 2015, RTD plans to build a commuter rail line from downtown Denver's Union Station through Aurora to DIA, as part of the FasTracks expansion program. Scheduled bus service is also available to points such as Fort Collins, Colorado and van services stretch into Nebraska, Wyoming, and Colorado summer and ski resort areas. Amtrak offers a Fly-Rail plan for ticketing with United Airlines for trips into scenic areas in the Western U.S. via a Denver stopover.

[edit] Telecommunications

DIA has free public Wi-Fi access available throughout the airport as of late 2007. ^[32]. T-Mobile HotSpot service is available in the airport lounges run by United Airlines, American Airlines, and Delta Air Lines ^[33].The airport has pay-per-use kiosks which can be used to access the Internet and playing video games. The current stations were developed by Zoox Stations and were installed in 2007^[34].

[edit] References

[edit] External links

• Denver International Airport, official site
• Denver International Airport at Colorado Department of Transportation (CDOT)
• How Baggage Handling Works, from HowStuffWorks, describing DIA's automated system
• A. J. M. Donaldson (2002-05-27). A Case Narrative of the Project Problems with the Denver Airport Baggage Handling System. Technical Report Software Forensics Centre.
• FAA Airport Diagram(PDF), effective 8 May 2008
• Resources for this airport:
  • AirNav airport information for KDEN
  • ASN accident history for DEN
  • FlightAware airport information and live flight tracker
  • NOAA/NWS latest weather observations
  • SkyVector aeronautical chart for KDEN
  • FAA current DEN delay information