UT DALLAS IS PROUD TO WELCOME DR. PRABHAS V. MOGHE TO CAMPUS AS OUR SIXTH PRESIDENT. THE UNIVERSITY OF
PRESTON HOLLOW ADVOCATE VOL. 26 NO. 2
PROFILE
6 DART’s
Randall Bryant
DINING
14 Baked with tradition FEATURES
10 Slow fashion, big vision
12 Mark loves Peri
18 A condo saga
COLUMN
22 History of Love Field, Part 2
Preston Hollow’s K&L Bagels rainbow bagels ($3.25) are a weekend-only specialty item. Read more on page 14. Photography by Lauren Allen.
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Terminal B Station
DALLAS LOVE FIELD
GREEN OR ORANGE LINE to Inwood/Love
Field Station, and then LOVE FIELD
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At 38, the youngest-ever chair of the DART board faces an uphill battle
Story by AUSTIN WOOD | Photography by LAUREN ALLEN
Seven days after Randall Bryant was sworn in as the youngest-ever chair of the Dallas Area Rapid Transit board, the city councils of Farmers Branch and Highland Park voted to call a withdrawal election from the transit agency.
A day later? Plano called its own exit election after a unanimous 8-0 decision by its city council. Irving and, most recently, University Park have since called withdrawal elections, threatening a catastrophic loss in funding for the agency as their exit would cut DART’s sales tax revenue by close to a third.
Member cities have been locked in a tense and often standoff-ish fight over DART’s governance structures and funding inequities in recent years. Officials say taxpayers are contributing far more than they’re getting out and haven’t been given a fair voice on DART’s 15-member board, of which the City of Dallas holds seven seats. Legislative efforts supported by suburban member cities over the summer include House Bill 3187, the unsuccessful so-called “DART Killer” bill.
At just 38, Bryant’s new role marks his fifth time serving on a board, commission or committee representing the City of Dallas. He’s also previously
served as the chairperson of the Dallas Black Chamber of Commerce and been a member of Dallas Citizens Council and the North Texas Commission. Since 2012, he’s owned and operated Politics United Marketing, a political and policy strategy firm that has managed 75 candidate campaigns, political action committees and referendums at local, state and federal levels.
His call to civic responsibility goes back to his early years in Hamilton Park, where his mother served as the youngest-ever president of the neighborhood civic league — notice a trend? The first time he ever took a train came with the opening of the Red Line and Park Lane Station in June 1996, when he took advantage of free fares to visit the Dallas Zoo and see his grandmother in Oak Cliff. That same grandmother consulted for then-Dallas mayoral candidate Ron Kirk and staffed for the Clinton Administration.
He faces an uphill battle as he and the rest of the DART leadership team race to reach agreements with member cities before March 18, the deadline for municipalities to call off exit votes. Out of nostalgia, Bryant chose to meet us at Park Lane Station, where his relationship with transit began. With the whistle
of a southbound train overhead, here’s what he had to say about the future of the second largest transit agency in the state.
I remember opening day right here. We took the Red Line down to the Dallas Zoo on opening weekend and had the experience. Seeing it from a young age, how impactful it was, living with great-grandparents in their 70s and 80s and being able to use a service like this to alleviate the pressure of them having to drive across town — for me, that was very important. We just opened the Silver Line two weeks ago, and it was almost the exact same feeling, a fresh experience. The train was completely clean. Every new rider has a new perspective for us, and I think it’s important that we continuously keep up with the cleanliness and the safety and all those components that are very important to the first impressions of the rider’s experience.
My grandmother did a lot of that same work. She was a consultant for Ron Kirk when he first ran in 1995 and again, my grandmother lived in Oak Cliff. My great-grandparents, her parents, lived in Hamilton Park at the time. And at 7 years old, she walked into the house (where he lived) with a box of literature. And Hamilton Park is 750 homes, and she said, ‘Have the whole neighborhood flagged by Sunday.’ That was me at 7 years old. I think for me, it really clicked when you could see how policy could be shaped and policy could be moved to impact the people that don’t even know people exist that are working on their behalf. I fully understand the people that are impacted the most, and the people that need the outcomes that we vote on the most, don’t even know a DART board exists. So for me, it is a true labor of love for the communities.
CITIES LIKE PLANO AND IRVING HAVE RAISED CONCERNS OVER FUNDING INEQUITIES, AMONG OTHER ISSUES. ARE THEY JUSTIFIED, IN YOUR EYES?
I think all issues are justified. I’ve tried my best to have an attentive ear to those issues. Even prior to the withdrawal elections, the No. 1 thing I said I want to accomplish in these two years was fundamental changes to our governance and funding structures. It takes collaboration with both DART and all of our member cities, not just the ones that potentially have high-level issues. We have to be considerate of the cities that are also going to be impacted. And so we can’t do things that try to solve issues for a number of cities, whether they’re the majority or the minority, but then penalize those that have been allies or supporters at the same time. So that’s kind of a balancing effect. My approach has been to truly try to understand. I’ve met with the cities that have called for their withdrawal elections directly and am trying to continue that dialogue with them. Now, they’ve taken their measures, and they have said that they will rescind them prior to March 18, if some compromises are agreed
upon. And I think right now, it’s just ensuring that we fully understand what it is that they are looking to get out of the system going forward.
CERTAIN CITIES HAVE TAKEN ISSUE WITH DALLAS’ REPRESENTATION ON THE DART BOARD. IS IT TIME FOR A CHANGE?
When DART was first established in 1983, the governing structure was actually 25 board members. At that time, Dallas was contributing 78% of the funds to DART, so the other 12 suburbs were contributing 22%, and the board composition was only 60% for Dallas, 40% for the 12 suburbs. We didn’t hear anything about imbalancing of population inequities, of funding consummated to board governance and structure, and 42 years later, we are where those numbers have kind of leveled out a little bit more. DART had approved a resolution back during the session days to give more cities actual seats at the table. I actually wrote that one that the DART Board approved. So clearly, I’m showing some desire for a fundamental change, but ultimately, the state legislature has to enact that change.
CRITICS OFTEN POINT TO CRIME AS A MAJOR CONCERN, WHAT CAN DART DO?
Let me deal with that one for just a second. DART moves about 170,000 people per day across 700 square miles and throughout 13 cities. We are essentially a moving city of 170,000 people. So (in 2024), we had three murders. Per capita, that’s less than any other city in DART, including Highland Park. When you look at those numbers, I get it, they are sensationalized at the moment. DART has riders, we don’t have residents. And so I think we need to be working collaboratively together on addressing some of the more systemic issues that then create opportunities for crime. And we’re going to continue to do our part, but it has to be more in collaboration with our cities where our riders originate from.
I think I have to just believe that this will all work out for the benefit of the people that we serve. And so I think that our member cities, the council members and the mayors and the managers that represent them, are taking a hard look at sources of revenue. They explicitly state this within their resolutions. All of them said that the state’s continual compression on their ability to grow their budgets is a fundamental element to why they are looking at these withdrawal elections. Nowhere in there do they say anything about ridership, crime, unhoused populations, the No. 1 thing that they pointed to is a funding source. I understand that. I’m cognizant of it, and I’m sensitive to it. I think right now, my focus is trying to figure out, how do we balance their desires for needing more revenue without limiting our abilities to operate or financially plan for the future?
This interview has been edited for clarity and brevity.
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Sloane the Brand offers T-shirts, totes & sustainability
Story
by
NIKI GUMMADI
Photography
by
VICTORIA GOMEZ
In a fashion landscape increasingly dominated by fast drops and faster trends, Sloane the Brand has taken its time. Founded by Hockaday juniors and best friends Margaret Hohenshelt and Cecilia Chen, the slow-fashion company is a culmination of years of research, which is a pace the co-founders call intentional.
Though Sloane the Brand’s official launch was in 2023, the company’s story starts when Chen and Hohenshelt were in seventh grade. During COVID lockdowns, Hohenshelt started sewing and mending clothes to sell on the fashion resale platform Depop. She quickly realized she enjoyed the business aspect of the work but eventually ran out of ideas for what to make.
“But Cecilia loves to make stuff, and I love to sell them. So it was a perfect combo,” Hohenshelt says.
They went into business together with Chen handling designs and Hohenshelt managing the business. The company’s moniker came from Hohenshelt’s middle name, which her parents chose because of the character Sloane Peterson in Ferris Bueller’s Day Off (who Chen and Hohenshelt note is the most fashionable in the film).
Once they committed to developing their company, they say incorporating sustainability into their model was a no-brainer, especially with the rise of fast fashion. This practice, in which clothes are made quickly and at low quality to keep up with rapidly-changing trends, can often involve pollution and poor labor conditions.
“When something that you love so much is so essential to your identity and who you are is facing such a big problem, that’s your problem now,” Hohenshelt says.
Their first line, released in 2023, included T-shirts and tote bags with designs inspired by Hohenshelt and Chen’s favorite art history eras, including impressionism, art deco and surrealism. The designs reflected not only a shared interest but also a way the company tries to be eco-friendly by preemptively reducing waste. The pair says they are intentional about not chasing trends that people won’t want to wear a couple months later, instead drawing on classic art or artists that will always be in style.
Releasing their first line also revealed shortcomings in their original production process. Initially, they ironed all designs on by hand to ensure quality but used ink that was not sustainable. So, they slowed down to reassess.
“The thing that people underestimate the most is how much we genuinely care. How much we care and how long it took for us to make this is really proof that if you’re releasing something very quickly, it’s not sustainable,” Hohenshelt says.
The process stretched into two years of research and trial and error. Last summer, Chen worked with a professor at the University of Virginia to research greenwashing and how brands market themselves as sustainable. She also learned how to evaluate those claims through an environmental lens, which the
co-founders say came in handy when trying to source a sustainable supplier for their products.
Hohenshelt had interned at sustainable marketing firm Endicott PR, where she learned how to ethically market their products. Their coursework has also informed their business, with classes like coding and financial accounting helping the pair automate their website and balance their books.
The result of this process was their latest line of T-shirts, which released last month. The shirts are made with modal, which is natural fibers that have been synthetically processed. Hohenshelt says they chose this fabric because it is still 100% biodegradable but lasts longer than many natural fibers.
The new products also came with a revamped marketing strategy. When Sloane the Brand first started, Hohenshelt and Chen say they thought they would rely mostly on social media marketing, but neither enjoyed making short form content. Instead, they shifted to word-of-mouth marketing.
“We definitely didn’t play to our strengths when we first started because we’re both really good at talking to people,” Hohenshelt says.
Philanthropy was part of Sloane from the beginning. Proceeds from the brand’s first line went to the global nonprofit Fashion Revolution, which campaigns for reform and greater transparency in the fashion industry. Over time, however, Chen and Hohenshelt realized they wanted their impact to be more immediate and local.
“We couldn’t really make a dent that we could see, and it kind of became discouraging. So we wanted to find a more specific goal that we thought was really important to us in our community,” Hohenshelt says.
This led to the launch of the Sloane Arts Initiative in 2025, which is dedicated to “com-
bating the loss of art in Texas.” The co-founders both volunteer teaching art at Dallas ISD elementary schools. They say that seeing firsthand how budget cuts have affected arts programs helped clarify how they wanted to help.
Now, profits from Sloane go toward local arts initiatives, including donating supplies to underfunded programs and hosting workshops. It also includes educational content, like art history lessons and videos on handson art activities.
Since starting Sloane, Chen and Hohenshelt say they have realized how much misinformation there is surrounding sustainability in fashion. The question they get most often is how to know if a brand you are shopping from is eco-friendly.
“Our biggest tip for shopping sustainably is, if it’s hard for you to find out if a company’s sustainable, they’re probably not sustainable,” Hohenshelt says.
After spending the past two years building the brand’s foundation, Chen and Hohenshelt say they are ready for what comes next. On Feb. 13, Sloane is hosting an event to launch the upcoming Sloane Cares Line at the boutique Bittano on Lovers Lane.
“Our craziest, biggest ambition: we want to be like a sustainable Brandy Melville,” Hohenshelt says.
In the short term, Chen says they want to be able to see their impact. Many of the students they tutor are also the ones they donate to. She says she hopes Sloane can be a resource for students who no longer have access to arts education. In the meantime, the brand wants to encourage locals to support the arts.
“In any way that you can, invest in the arts,” Chen says. “I think it’s what keeps our culture alive and what keeps us thriving as humans.”
Through good times and bad, this Preston Hollow couple is meant to be
Story by NIKI GUMMADI
On the Cary Junior High School playground in 1972, Mark Meyer was hanging out with his friends when he noticed someone eavesdropping on them. Peri Barker from the grade below overheard a joke they were telling and couldn’t help but laugh.
“So I kept telling my story, and she kept laughing, and I’m like, ‘This is pretty cool, she’s liking my stuff. She thinks I’m funny,’” Mark says.
From the moment they noticed each other, Mark and Peri were inseparable, despite once being called into the principal’s office for holding hands on the playground. Mark’s dad drove them to the movies for their first date. He would ride his bike over to Peri’s house to see her.
The next year, though, he went off to high school at Thomas Jefferson, starting a period of on-again, off-again dating for the couple. Through their ups and downs, though, they always remained friends. During his senior year, Mark was dating someone else but still asked Peri to the prom, much to the chagrin of his girlfriend at the time.
When Mark went to play football at Texas Lutheran College — an over five hour drive from Dallas — Peri sent him off with a care package. The two were still seeing each other, but they also wanted each other to
fully experience his first year of college and her final year of high school.
“We had decided that we weren’t going to try it. We didn’t say we can’t date anybody else. He was going off to college, and we knew that that’s OK,” Peri says.
At the time, the only way they could speak to each other was when Mark used the single dial up phone shared between his entire dorm. At the same time, Peri began dating Jeff Barker, a friend from W.T. White High School. Mark knew there was another guy in the picture, but as a teenager, he didn’t realize how serious they were.
“How could he measure up to me? I’m playing football!” he jokes.
Peri and Jeff graduated high school and started college at the University of Texas and Texas Tech, respectively. They got to know many people during their first year, but her relationship with Jeff began to grow. She let Mark know about this while visiting him at Texas Lutheran.
“She just kept bringing his name up. About the fifth time she brought his name up, I said, ‘It’s time for you to go back to the girls’ dorm,’” Mark says. “I walked her back to the dorm, and I didn’t even see her off the next day. I was so upset.”
During her junior year, Peri transferred to Texas Tech to be with Jeff. The couple
graduated in 1981 and got married that November. Despite their breakup, Peri and Mark’s families remained close, so Mark attended the wedding with his mom.
“Horrible wedding ... It was so long. It was like, you know, keep stabbing me,” he jokes. “But my mom walked up to her at the reception, in front of everybody, and goes, ‘You were supposed to be my daughter-in-law!’”
They all laughed it off, and after the wedding, it seemed like Mark and Peri were more or less going their separate ways. What they didn’t know at the time, however, was that they would always be part of each other’s lives.
The Barkers moved into an apartment together in Dallas, and soon, Peri was pregnant. One day, Jeff noticed a flyer from the HOA with Mark’s brother’s name on it. Mark and Peri had unknowingly moved into the same apartment complex. Their lives were busy, though, and before their paths could cross again, Peri gave birth. Two weeks later, their baby died, and the Barkers had to grieve their first tragedy.
“It’s really hard losing a child because people handle things differently, and you just don’t know how you’re going to deal with those circumstances,” Peri says. “But we both had a lot of faith in God, and we were able to get through it.”
Jeff’s job with Proctor and Gamble took their family all over, from Ohio to California to Maryland, with the Barkers even spending a couple years in Argentina. By this point, Peri and Jeff had three children together.
During this time, Mark was building a family of his own. After his first engagement ended, Mark says he started taking his life more seriously at 30 after getting into an accident with a drunk driver. He was living in San Antonio at the time and having fun driving his brand new sports car.
“Just before that wreck — you can call it the Holy Spirit, you can call it the angel, doesn’t matter — it said, ‘You need to put on your seatbelt.’ So I put on my seatbelt, and I had this horrific crash, and I realized that something saved me,” Mark says.
After the accident, he started going to church again and got baptized for the second time. Soon after, Mark started dating his first wife, Vicki. How did they meet? Through Peri’s brother, Kevin, of course. The couple eventually got married and had two children together but later got divorced.
In 2002, the Barkers moved back to Cincinnati from Argentina, and Jeff began experiencing some health problems. He was soon diagnosed with multiple sclerosis. Jeff was able to manage the symptoms for the first three years after his diagnosis, but Peri says in the last four years of his life, the pain put Jeff in a wheelchair, and Peri had become his caregiver. After a difficult journey, Jeff died in 2009.
“It was really difficult on the kids, but I think it made them stronger, more compassionate,” Peri says.
Through a mutual friend, Mark found out about Jeff’s death and reached out to offer his condolences to Peri. They exchanged a few emails, with Peri thanking him for reaching out. A few months later, when it came time to send out her daughter’s high school graduation announcements, she decided to send one to Mark.
In response, he sent back a gift. Along with a hand-carved cross he decorated with shells from the beaches of Puerto Rico — where he lived for a bit as a child — he included a message for her daughter.
“We don’t get to see God’s beauty in those seashells until they go through the storm and die. And similarly, others can’t see God’s beauty in us until after we die,” he wrote.
Peri once again reached out to thank him, and the two started communicating more regularly over email. In December, Peri told Mark she was coming home for Christmas and wanted to see him. They met up for lunch and brought their kids to meet each other.
After Christmas, Peri went back to Cincinnati, but she and Mark still kept in touch regularly. Eventually, she asked him what they were doing.
Mark says, “The email was saying, ‘What are you thinking? I have older kids. You have younger kids.’”
that I was happy, and they really liked him,” she says.
In 2013, Peri’s son graduated from high school and started at Texas Tech. Peri moved back to Dallas to be with Mark. They got married that Christmas in a small ceremony in the Dominican Republic that brought together all of their kids into one family.
These days, four of their five kids are married, and all of them live in Texas. Peri and Mark are now Mimi and Pops to three grandchildren. Peri’s daughter still has the cross Mark gave her, and it hangs in her own daughter’s bedroom.
“SO I KEPT TELLING MY STORY,
KEPT
AND I’M LIKE,
‘THIS IS PRETTY COOL, SHE’S LIKING MY STUFF.
I’M
He took the night to think about it, and sent her an email back saying, “I don’t know what I’m thinking, but I say we give it to the Lord and see where he takes it. Because I don’t know you as a mature woman or a mature mother or a mature Christian, but I want to.”
Peri’s youngest son was still in high school, and she told Mark she wouldn’t move anywhere until he graduated. Mark told her he already knew that. The two started dating long distance at the beginning of 2010, with modern technology making it much easier than their first go-round in the 1970s. Every night, they would Skype each other at 9 p.m. In October of that year, Mark went to visit Peri in Cincinnati.
“All my friends, they saw what our family had gone through, and they were so happy
Looking back, Mark admits he “blew it” that day with Peri at Texas Lutheran, but they both acknowledge that everything worked out the way it was supposed to.
“It was meant to be where our lives went and how they came back together. I was supposed to be in that place of taking care of Jeff and having my three wonderful kids, and he had his two wonderful kids,” Peri says.
Today, Mark and Peri live in Coppell and spend their time traveling with each other and their children.
“We may not be finished with tragedies, but ... like Romans 8:28, ‘God works all things for good, for those who love Him and are called according to His purpose,’” Mark says.
A pair of neighbors opened a pair of bakeries, and apparently, K&L Bagels is a hit
THERE IS NO DOUBT THAT BAGELS ARE CURRENTLY BOOMING. Here in Dallas, we’ve seen the debut of numerous shops in recent years, each with its own trendy twist on the popular breakfast staple. A pair of Preston Hollow bakers, however, adhere to timetested methods for a classic experience. Indeed, K&L Bagels owners Kyriakos and Lisa Kouzoukas believe “there’s no other way” to do it right.
Following their move to the Metroplex in 2018, the couple, who insist on a first-name basis with their customers, opened their first area shop in The Colony. Though new to this neck of the woods, they drew upon a lifetime of experience in the business back east.
“I grew up on the north side of Chicago, then I moved out to Boston when I was 21,” says Kyriakos, who went on to open five bagel shops in the Massachusetts capital. “I’ve been doing this a long time, the traditional way.”
Rising each morning long before dawn, Kyriakos would mix dough and roll bagels by hand for his new Texas customers, laying the rings out in neat rows to proof for up to 24 hours. The following day, he would then fire up a giant kettle and boil each bagel-to-be before baking it to perfection. This lengthy process is
often shortened through modern technology, including mechanical formers and ovens with built-in steamers, but Kyriakos doesn’t give shortcuts a second thought.
“When you do it by hand, the experience is different,” he says.
That “experience” translates to bagels with a glossy, chewy crust and pillowy interior. In addition, the kettle boiling process results in a temporarily moist exterior, allowing for complete 360-degree coverage with poppy seeds, sesame seeds and classic “everything” seasoning (instead of just a sprinkle on top). Served warm from the oven, or toasted and spread with cream cheese, it’s a bite that’s nostalgic for some, and a new taste of tradition for others.
The couple’s Colony customers responded positively to their bagels, putting it mildly. That first Texas shop took off, gaining popularity among the local community and subsequently attracting visitors from as far as Frisco and Plano. A second location in Richardson followed and likewise proved a hit.
“Wherever we go, we have a reputation,” Kyriakos says.
Following the sale of these first two shops, it came time to choose the next location to start rolling, proofing, boiling and baking.
With their sights set on Dallas, Kyriakos and Lisa felt that Preston Hollow was a natural fit. Selecting a former tailor shop in the Market at Preston Forest shopping center, they spent months on a renovation to make the space their own. K&L Bagels at 11930 Preston Road, Suite #110, debuted in February 2025. A second location at 4333 Lovers Lane followed last fall.
“It’s a little bit different here,” says Kyriakos of the close-knit feel of this neighborhood.
As K&L marks its one-year Preston Hollow anniversary, many near-daily regulars from surrounding homes and businesses queue up each morning for their breakfast favorites. These friends, like all customers, are greeted with a warm smile, some waving at Kyriakos as he mans a steaming kettle in the open kitchen behind the counter.
Of the approximately 4,200 bagels sold every week at K&L in Preston Hollow, the most popular varieties are tried-and-true: plain, everything and sesame. Additional classics, such as blueberry, cinnamon sugar and onion, are also freshly stocked each morning in hand-lettered baskets. Specialty flavors, including jalapeño-cheddar, rosemary olive oil and garlic parmesan, are also in the rotation.
Kyriakos is especially proud of his rainbow bagels, which are based on the Brooklyn-born recipe. Created from individually rolled ropes of dough, each saturated with its own rich rainbow shade, the resulting brightly-colored treats are popular with kids and grown-ups alike. To any K&L bagel, add one of several daily cream cheese options, including savory, sweet, low fat and vegan flavors. Nova lox, of course, are also available sliced or mixed into the spread.
The menu at K&L isn’t limited to bagels alone. Breakfast and lunch options are all made-to-order with fresh ingredients, such as The Hasher sandwich ($8.75) with two eggs, bacon, Cheddar cheese and hash browns. Spicy twists include the Lone Star ($8.25) and Southwest sandwiches ($8.25), which add jalapeños, sriracha sauce and pepper jack cheese. Protein-packed breakfast plates are also a popular option. Later in the day, K&L offers turkey, chicken salad, tuna and more on bagels, sourdough or whole wheat bread. Add a cup of coffee or hand-squeezed lemonade to complete the meal.
Looking ahead, this couple shows no signs of slowing down — though Kyriakos will, of course, keep on making his bagels the slow way.
“We want to continue growing with the great support that we get from the area,” he says. “And we’ll continue serving the best product that we can possibly provide.”
K&L Bagels, 11930 Preston Road, Suite 110, 214.238.6361, klbagels.com
Story by NIKI GUMMADI
by LAUREN ALLEN
For years, the corner of Preston Road and Northwest Highway stood as a reminder of a neighborhood tragedy. The site behind the Pink Wall, where the former Preston Place Condominiums burned down in 2017, is now home to a high-rise apartment building, marking the end of a chapter of uncertainty and possibly the beginning of a new phase of development for the neighborhood.
On March 3, 2017, Dallas Fire-Rescue responded to a call at 6255 W. Northwest Highway. The three-story condominium complex Preston Place was ablaze. According to a release from DFR, the incident soon became a seven-alarm fire that killed one resident, sent two to the hospital and displaced over 100 more. The fire was not officially declared extinguished until almost two days later. Once the smoke had cleared, the question was left of what could rise in its place.
That discussion became part of a larger zoning debate involving Planned Development No. 15, the approximately 12.6 acres bounded by West Northwest Highway, Pickwick Lane and Baltimore Avenue. At the time, the area was already home to Preston Tower, The Athena and several lowrise condominium properties. Just a couple months before the fire, the City approved the Northwest Highway and Preston Road Area Plan, which laid out a vision for the area that included encouraging redevelopment to deal with the area’s aging infrastructure.
In 2019, the City Plan Commission approved changes to PD-15 that would allow greater height and density than what already existed in the area in accordance with the plan. The
changes drew vocal opposition from neighbors, including a group that later formed the association Citizens Advocating Responsible Development.
The issue came to a head on Sept. 11, 2019, when City Council passed the zoning amendments. The vote was unanimous despite the opposition voiced by neighbors. A survey sent out to 854 nearby property owners received 599 responses in dissent and 162 in support. Fifteen neighbors, many dressed in white, spoke at the meeting in opposition.
“I have supported the authorized hearing process from the beginning as it is the only viable option to redevelop the site because of the shared rights of six parcels contained in PD-15 with zoning rights dating back to 1947,” then-District 13 Council member Jennifer Staubach Gates told the Advocate ahead of the meeting. “My only goal has been to achieve a footprint to allow for quality development that protects the neighborhood from deterioration. I envision this area maintaining a residential atmosphere and incorporating more green space and pedestrian-friendly amenities to attract new residents to accommodate a growing Dallas.”
Other supporters argued that redevelopment was not just inevitable but necessary. Mary Ann Scott, one of three neighbors who spoke in support at the meeting, told council members that the building she lived in and the neighborhood at large needed new development.
· Identifying health issues · Reducing shedding
Skin and coat health
“Preston Place burned, and if these buildings are allowed to stay, there may be a similar tragedy,” Scott said. Others focused on what the zoning change would and would not guarantee.
Neighbor David Chortek argued that allowing higher-density buildings would not ensure more attainable housing. At the time, he said most residences in the area rented for about $1 per square foot — a relatively affordable price for the neighborhood — while The Laurel, a newer development nearby, was already leasing for more than $2 per square foot. A future project built under the new zoning could command even higher rents, he warned.
Despite City Council’s approval, the vote did not immediately translate into new construction. For several years, the Preston Place site remained vacant until the Houston-based Hanover Company bought the property in 2022.
Now, the lot is home to Hanover Preston Hollow, a luxury apartment building that rises over 20 stories and includes hundreds of apartment units. As Chortek predicted, average rents at the property exceed $3 per square foot.
Hanover Preston Hollow marks the end of a long chapter for the former Preston Place site. But the conversation about development is far from over, as the residents continue to grapple with how new and affordable housing should be incorporated into the neighborhood.
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A 1973 rendering of Dallas Love Field’s concourses from APictorial HistoryofAirline Service at Dallas Love Field by George W. Cearley, Jr.
Our airport’s history from the beginning to the 1960s
Story by JACK DRAKE
ove Field’s leaders saw the Postwar boom of the civil aviation industry and did not want to fall behind. It wasn’t just the 1940s terminal that was facing capacity issues, but the 1917 property and the 1930s runway layout.
To make the needed changes, it was the areas around the airport that would first see reconfiguration.
Lemmon Avenue originally started as an eastwest road after what is now Harry Hines and before Denton Drive. It turned southeast at Webb Chapel and then crossed over Bachman Lake. In 1957, it was decided to rename the east-west segment Lombardy Lane, make the southeast running segment north of the airport part of Webb Chapel, and then shift Lemmon Avenue to the east where it ran along the airport and connect it to Marsh Lane. The old Lemmon Avenue would be removed, and airport property would expand.
Lemmon’s former bridge over Bachman Lake still remains. It is the southernmost part of Webb Chapel and dead ends into Shorecrest Drive. Airport-related development would now be spread along Lemmon rather than Love Field Drive and Hangar Row at the north end of the airport.
In the late ’50s and early ’60s, much of the original Hangar Row buildings and homes in between Love and Bachman were demolished to extend Runway 13L/31R to the north and then to build a new runway: 13R/31L.
Airport property also began creeping south toward Mockingbird Lane, and it was decided that a new terminal would be built along what was then the southern edge of the field.
To accommodate the larger aircraft and the larger demand for air travel, this structure would be way larger than the 1940 Lemmon Avenue terminal.
At the time, the airlines serving Love Field
were American, Braniff, Central, Continental, Delta and Trans-Texas (known today as Texas International).
The third terminal, designed by Donald S. Nelson, opened on Jan. 20, 1958. American Airlines Flight 119 from Washington D.C. was the first to arrive. Braniff had the first departure from the new terminal and the last arrival into the old terminal.
Five million dollars were spent on remodeling and expanding the property (especially the runways) and $8 million on the terminal.
A 1958 article from The Dallas Morning News perfectly describes the foresight by Dallas’ leaders to acquire Love Field in the first place and then continue to construct world class facilities:
“This magnificent asset — one of the few major airports of the world located so closely and conveniently to the heart of the community — did not just happen. It is the logical flowering
of the dreams of far-sighted civic and business leaders, some of them of a generation ago.”
The terminal featured a large departures/ arrivals hall in the center and three concourses (west, center and east). This terminal was the first to have moving walkways. Apparently, everything operated “with watch-like efficiency” on its first day, except for a 2-year-old boy getting his finger bruised in a moving walkway.
In a letter to The Dallas Morning News , Dallas resident Horace Ainsworth noted, “The new Dallas Love Field Terminal is wonderful. From the minute you park your car on the big parking lot directly in front of the terminal to the time you walk out of the heated loading fingers [concourses], every minute inside the terminal adds to your anticipation of a fine trip ahead. Truly, smooth flying and happy landings now begin and end at Dallas Love Field. Congratulations to everyone concerned.”
In the 1960s, many three letter acronyms would change the history and course of Love Field: JFK, LBJ, SWA and DFW.
On what appeared to be a routine visit in November 1963, President John F. Kennedy landed aboard Air Force One, a modified Boeing 707, at Love Field in what would end up being the last hours of his life. His assassination in Dealey Plaza led to a historic set of firsts involving Love Field.
President Lyndon Baines Johnson was sworn in onboard Air Force One at Dallas Love Field. It was the first time a president was sworn in on an airplane, by a woman and in the state of Texas. Truly, it was a special moment for Love Field on what is arguably one of the most historic and tragic days in American history.
Texas was a modern, booming state in this era full of grand ideas. In the eyes of two men, travel between cities in Texas was not modern, not booming like it should and needed grand ideas.
Those two men were Rollin King, described as an “amateur pilot and dreamer extraordi -
naire,” and Herb Kelleher, a lawyer who was “always a big-picture thinker.” These two men believed they could improve travel in Texas by creating an intrastate airline, which would not be subject to economic regulations by the Civil Aeronautics Board (CAB). Prior to airline deregulation in 1978, airlines serving multiple states needed CAB approval for routes, fares, schedules and market entry or exit.
In a meeting at the St. Anthony’s Club, King made history when he sketched out The Texas Triangle (consisting of Dallas, Houston and San Antonio) on a cocktail napkin.
The new airline founded on March 9, 1967, Southwest Airlines, would be drastically different than the rest. Cheap fares, efficient schedules, tight turnaround times and mustard-colored Boeing 737s defined the new carrier. Flights began from Love Field in 1971.
Just as the 1940s terminal expanded a decade after opening, the same would happen again. In 1968, American Airlines widened the original part of the western concourse and added a north-south extension with 14 gates. Around the same time Texas International added a stinger concourse towards the east end and would use seven gates.
The most notable of the terminal expansions was Braniff, which constructed a new terminal to the east of the 1958 building in 1968. The “Terminal of the Future,” designed by Jack Corgan, had jetbridges, a large rotunda and stylish interior features, including bright colors, natural wood and reflective flags hanging from the ceiling. Braniff was an airline known for its style, claiming that “your trip through the terminal should be a travel experience in itself.”
Delta expanded the central concourse in 1970 to include 13 gates, and the same year, the Jetrail opened. It was the world’s first fully automatic monorail system, and it transported passengers from their terminal to the far end of the parking lot.
Around the same time the ideas for Southwest Airlines were brewing, ideas for a new combined airport for Dallas and Fort Worth were on the horizon.
This was not a new idea, as two decades earlier, talks took place. Dallas Mayor Woodall Rodgers had meetings with officials from the Civil Aeronautics Authority (CAA) and Fort Worth in 1943 to discuss a new Midway Airport. Rodgers was not convinced, and Dallas pulled out of the project.
He believed oilman Amon Carter, a strong force for Fort Worth and large shareholder of American Airlines, had the favor of the feds. The project continued without the support of Dallas.
Amon Carter Field, later called Greater Southwest International Airport, opened on April 25, 1943. It was located at what is today the intersection of State Highways 183 and 360. Drivers on the northernmost part of Amon Carter Boulevard pass over a former runway.
The location, far from both cities, caused the airport to have low passenger numbers and high operating costs. The Federal Aviation Agency (FAA) in September 1964 said that both cities needed to return to the negotiation table to agree on a single facility in 180 days.
This time, the result was different. As they always had, Dallas aviation leaders looked towards the future. They realized that the 1917 Love Field, albeit with expansions and updates, was just too small to handle jumbo jets in large numbers (DAL received some into its rather narrow concourses), supersonic transport and the growth of the airlines.
A location northeast of Greater Southwest was chosen, and ground was broken on what would become Dallas Fort Worth Regional (later International) Airport on Dec. 11, 1968.
The airlines of Love Field were happy about this idea, all except one. That one would be the rebel Southwest Airlines, and their unhappiness would lead to decades of disputes, legal battles and legislation. Herb, a lawyer at heart, was ready for a challenge.
This is part 2 of a series on Love Field.
JACK DRAKE is a student at The Ohio State University studying aviation management. The Preston Hollow resident is known for publishing Preston Hollow: A Brief History. Drake is a member of Preston Hollow Presbyterian Church, a volunteer at Vickery Meadow Food Pantry and creator of Facebook group Preston Hollow History.
