Published: February 28, 2019
Updated: September 7, 2020
Updated: September 7, 2020
Introduction
New York John F. Kennedy Airport, known by many around the world simply as "JFK", was the world's first large-scale international airport. The airport is especially unique due to the unprecedented airline involvement in the design and construction of its terminals. Every airline, both US and foreign, was given the opportunity of commissioning its own terminal or self-contained departure station.
When "Terminal City" was completed in the 1960s, it was considered state-of-the-art and a true expression of the country's individualism and can-do attitude. Some of its terminals were true architectural masterpieces. However, generally the terminals did not adjust well to ever-growing traffic flows and changing requirements (i.e. larger aircraft, hub-and-spoke operations, increased security, commercial requirements). Accordingly, in the late 1990s, a major rebuild of JFK commenced that is still ongoing and will last well into the 2020s.
Opened as New York International Airport in 1948, it was commonly known as "Idlewild Airport" before being renamed in 1963 as a tribute to John F. Kennedy, the 35th President of the United States, following his assassination. In the first of a multi-part article on the history of Kennedy Airport, we take you back in time and look at the early years of its development.
When "Terminal City" was completed in the 1960s, it was considered state-of-the-art and a true expression of the country's individualism and can-do attitude. Some of its terminals were true architectural masterpieces. However, generally the terminals did not adjust well to ever-growing traffic flows and changing requirements (i.e. larger aircraft, hub-and-spoke operations, increased security, commercial requirements). Accordingly, in the late 1990s, a major rebuild of JFK commenced that is still ongoing and will last well into the 2020s.
Opened as New York International Airport in 1948, it was commonly known as "Idlewild Airport" before being renamed in 1963 as a tribute to John F. Kennedy, the 35th President of the United States, following his assassination. In the first of a multi-part article on the history of Kennedy Airport, we take you back in time and look at the early years of its development.
Before JFK
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THE FAILURE OF FLOYD BENNETT FIELD
As the aviation industry in America boomed in the 1920s, the City of New York realized that if it wanted to retain its status as one of the world's leading economic and financial centers, it would need a large and modern airport. On May 23rd, 1931, Floyd Bennett Field, located on the remote south shore of Brooklyn and built with the most modern and efficient airport amenities, opened for business. |
Soon after opening the city's leaders realized Floyd Bennett Field had been a mistake. |
A 1931 aerial view of Floyd Bennett Field, the predecessor to JFK.
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A 1931 aerial view of Newark Airport.
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However, the lack of a proper highway connecting the airport to Manhattan meant that it was very inconveniently located. Soon after opening, the city's leaders realized that Floydd Bennett Field had been a mistake. Instead, airlines chose to operate from Newark Airport in New Jersey, which was much more accessible due to a new highway connecting it to the city. Consequently, Newark Airport served as New York's de facto commercial airport throughout the 1930s.
NEW YORK MUNICIPAL AIRPORT
After the commercial failure of Floyd Bennett Field, city leaders--in particular Mayor Fiorella La Guardia--worked hard in the late 1930s to push through the construction of a huge new airport. This time, the chosen location was on the previous site of the old, small Glenn Curtis Airport at North Beach, situated on the north shore of Queens on Flushing Bay. Manhattan was only five miles (eight kilometers) away, with a new highway providing quick access.
After the commercial failure of Floyd Bennett Field, city leaders--in particular Mayor Fiorella La Guardia--worked hard in the late 1930s to push through the construction of a huge new airport. This time, the chosen location was on the previous site of the old, small Glenn Curtis Airport at North Beach, situated on the north shore of Queens on Flushing Bay. Manhattan was only five miles (eight kilometers) away, with a new highway providing quick access.
A 1939 view of New York Municipal Airport. Although the location was very convenient, possibilities to expand were limited.
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The site also provided unobstructed water approaches for flying boats, which were commonly used on international routes in the interwar period.
Heavy landfill was used to create the 558-acre (226-hectare) airport. It was one of the largest public works projects of its time. New York Municipal Airport, later renamed "LaGuardia Airport", opened in December 1939. This time airlines flocked to the new airport and traffic grew rapidly. Consequently, soon after the opening of Municipal Airport it became apparent that an additional and much larger airport would be needed. |
Choosing a location
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JAMAICA BAY
In 1941, after carefully considering its options, the City of New York--again led by its aviation-minded mayor Fiorella La Guardia--selected a marshy swampland on the south shore of Queens bordering Jamaica Bay as the site for its new airport. A mammoth-sized airport of 5,000 acres (2,023 hectares) was foreseen, ten times the size of LaGuardia Airport. Thanks to the mayor, 4,527 acres (1,832 hectares) were secured. Aviation was not new to the area; a small airfield called Jamaica Sea Airport was located there. |
Weekends abroad by plane! |
An aerial view of Jamaica Bay, the future site of Idlewild Airport, c. 1937.
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The area was then known as "Idlewild", named after a well-known golf course in the area. The golf course and all of the surrounding land were purchased by the city, and although the course was soon gone, the area continued to be known simply as Idlewild.
The site's main advantage was that the amount of space available for the new airport was vast, and most of the air traffic could approach and depart the airport over water, thus keeping the noise down in surrounding communities. However, it would have to be a huge landfill project. |
THE IMPORTANCE OF ACCESS
In order to avoid the accessibility issue to Manhattan that Floyd Bennett Field faced, from the very outset there was a plan to build a new highway to link the new airport to the Long Island Expressway and Queens Midtown Tunnel. It was estimated that travelers could drive the 15 miles (24 kilometers) to Manhattan in 26 minutes. In April 1942, work began on placing sand-fill over the marshy tidelands. Due to wartime restrictions, construction began at a slow pace.
In order to avoid the accessibility issue to Manhattan that Floyd Bennett Field faced, from the very outset there was a plan to build a new highway to link the new airport to the Long Island Expressway and Queens Midtown Tunnel. It was estimated that travelers could drive the 15 miles (24 kilometers) to Manhattan in 26 minutes. In April 1942, work began on placing sand-fill over the marshy tidelands. Due to wartime restrictions, construction began at a slow pace.
The airport was expected to be ready for partial use by the end of 1944.
The master plan
THE FIRST PLANS
In 1943, the first proposal for Idlewild’s layout was put forward. The plan included four pairs of runways, in four different directions, ensuring that aircraft could always take off and land into the wind. Two of the runways had a length of 10,000 feet (3,048 meters). This was much longer than was required for aircraft of the time and was done to accommodate future aircraft, which were getting heavier with each generation.
Prepared by Delano & Aldrich, the architects of the terminals at LaGuardia, the design included a terminal complex resembling that of LaGuardia, a large maintenance area and a marine air terminal. The airport was expected to be ready for partial use by the end of 1944. At the time it was thought that the total cost of the airport would be USD 200 million compared to USD 42 million that was used for LaGuardia Airport.
In 1943, the first proposal for Idlewild’s layout was put forward. The plan included four pairs of runways, in four different directions, ensuring that aircraft could always take off and land into the wind. Two of the runways had a length of 10,000 feet (3,048 meters). This was much longer than was required for aircraft of the time and was done to accommodate future aircraft, which were getting heavier with each generation.
Prepared by Delano & Aldrich, the architects of the terminals at LaGuardia, the design included a terminal complex resembling that of LaGuardia, a large maintenance area and a marine air terminal. The airport was expected to be ready for partial use by the end of 1944. At the time it was thought that the total cost of the airport would be USD 200 million compared to USD 42 million that was used for LaGuardia Airport.
An artist's rendering of the Delano & Aldrich design for Idlewild. The design featured four sets of parallel runways, varying in length from 6,800 feet (2,073 meters) to 10,000 feet (3,048 meters). The runways would be able to handle the heaviest aircraft of the time. note the large seaplane base in the foreground.
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CHANGING REQUIREMENTS
There were numerous objections raised to the plan. The airlines pointed out that due to the development of long-range, land-based aircraft and runways derived from World War II, the days of flying boats were numbered. Hence, only a terminal for land planes would be necessary.
In addition, more and longer runways were necessary to accommodate the new generation of heavy and high-performance piston aircraft. Consequently, the site was quintupled in size from 1,100 acres (445 hectares) to 4,930 acres (1,995 hectares).
There were numerous objections raised to the plan. The airlines pointed out that due to the development of long-range, land-based aircraft and runways derived from World War II, the days of flying boats were numbered. Hence, only a terminal for land planes would be necessary.
In addition, more and longer runways were necessary to accommodate the new generation of heavy and high-performance piston aircraft. Consequently, the site was quintupled in size from 1,100 acres (445 hectares) to 4,930 acres (1,995 hectares).
CENTRAL TERMINAL CONCEPT
American Airlines suggested a tangential runway system with 10,000-foot (3,048-meter) and 6,000-foot (1,829-meter) runways, surrounding a central terminal served by an underground railway. It was anticipated that there would always be five take-off and five landing runways, more or less into the wind.
American Airlines suggested a tangential runway system with 10,000-foot (3,048-meter) and 6,000-foot (1,829-meter) runways, surrounding a central terminal served by an underground railway. It was anticipated that there would always be five take-off and five landing runways, more or less into the wind.
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The concept of a central terminal was considered to be most convenient, as aircraft taxi distances to and from the runways would be as short as possible. Thus, the idea of a central terminal was permanently adopted.
In 1944, the plan was modified to a final layout of 12 runways of varying lengths and a central terminal building with seven piers. What's more it would served by automobile instead of a railway. At the time, three runways were expected to be in use by early 1945. |
Planners agreed on a layout of 12 runways of varying lengths, surrounding a central terminal area.
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Terminal design
A GRAND DESIGN
In 1946, the city presented the design for the airport's central terminal. The scheme, designed by architecture firm Harrison & Abramovitz, called for a grand and impressive central administration and terminal building topped by a control tower with an undulating concourse arranged around it, providing a total of 86 gates.
At the time, Mayor La Guardia stated that it would be the largest and best-equipped airport in the world and cheerfully proclaimed there would be “weekends abroad by plane!”
In 1946, the city presented the design for the airport's central terminal. The scheme, designed by architecture firm Harrison & Abramovitz, called for a grand and impressive central administration and terminal building topped by a control tower with an undulating concourse arranged around it, providing a total of 86 gates.
At the time, Mayor La Guardia stated that it would be the largest and best-equipped airport in the world and cheerfully proclaimed there would be “weekends abroad by plane!”
An artist's impression of the 1946 terminal design prepared by Harrison & Abramovitz.
IMAGE GALLERY: THE HARRISON & ABRAMOVITZ DESIGN FOR IDLEWILD
For the airport’s first phase, six runways would be built.
Mayor La Guardia shows the airport layout to 17 visiting mayors in July 1945.
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THE PORT AUTHORITY TAKES OVER
The USD 70 million budget for the design, which came on top of the USD 60 million already spent on preparing the site, was more than the City could bear. Therefore a 50-year lease for both Idlewild and LaGuardia airports was agreed with the Port of New York Authority (later to be renamed the Port Authority of New York and New Jersey), which took over their operations in 1947. NEW DESIGN PROPOSALS The Port Authority put forward its own proposals for Idlewild's development. The number of runways was brought back from 12 to eight. For the terminal, it proposed two horseshoe-shaped terminals at opposite ends of the central terminal area, one with 30 gates for domestic flights and the other with 12 international gates. However, this scheme was also shelved. |
IMAGE GALLERY: THE PORT AUTHORITY OF NEW YORK DESIGN
Initial development and construction
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TEMPORARY TERMINAL
For the airport’s first phase, six runways would be built, as well as a cargo building, two hangars and 70 miles (113 kilometers) of storm sewers. As more time was needed to work out a design for the central passenger terminal, it had been decided that a small temporary passenger terminal would be built to serve Idlewild for the first few years, until it could be replaced by permanent facilities. |
Completion of Idlewild airport was delayed by almost three years, until the summer of 1948. |
CONSTRUCTION DELAYS
Initially, the airport was expected to start operations soon after the war. By August 1945, 12 airlines had signed leases, expecting the airport to open for preliminary operation in September. However, due to financing issues, union disputes, arguments over rents charged to airlines and problems with the access roads, completion of Idlewild airport was delayed by almost three years, until the summer of 1948.
Initially, the airport was expected to start operations soon after the war. By August 1945, 12 airlines had signed leases, expecting the airport to open for preliminary operation in September. However, due to financing issues, union disputes, arguments over rents charged to airlines and problems with the access roads, completion of Idlewild airport was delayed by almost three years, until the summer of 1948.
An aerial view of Idlewild airport's completed temporary terminal building in late 1947, more than half a year before opening.
WHAT'S IN A NAME?
As the airport was nearing completion, in March 1948, the New York City Council decided to name the airport Major General Alex Anderson Airport, in honour of a New York World War II hero. However, Mayor La Guardia and his aides always referred to it as the "Municipal Airport at Idlewild", as opposed to the very similar "New York Municipal Airport" which later was renamed as New York LaGuardia Airport.
When the airport opened, it was officially named New York International Airport. To the press and public however, in the airport's first decades it was never called anything but Idlewild.
As the airport was nearing completion, in March 1948, the New York City Council decided to name the airport Major General Alex Anderson Airport, in honour of a New York World War II hero. However, Mayor La Guardia and his aides always referred to it as the "Municipal Airport at Idlewild", as opposed to the very similar "New York Municipal Airport" which later was renamed as New York LaGuardia Airport.
When the airport opened, it was officially named New York International Airport. To the press and public however, in the airport's first decades it was never called anything but Idlewild.
A 1948 aerial view of Idlewild airport, looking southeast, taken around the time of completion. The broad expanse the airport covered, as well as the fact that it was largely built on landfill, is evident in this photograph. Six runways are visible with a seventh under construction.
To be continued!
This concludes our Part 1 of the history of John F. Kennedy Airport. Curious how things turned out? Click here for Part 2, where you can read all about the opening and early years of Idlewild's operation and growth.
Did you fly through Idlewild in the early years? Or do you have some other interesting information related to the airport's history or development? Share your memories in the comment section below!
Did you fly through Idlewild in the early years? Or do you have some other interesting information related to the airport's history or development? Share your memories in the comment section below!