A new silhouette has appeared in the growing city of the air at Idlewild, Queens. This shadow, which from a distance would never be recognized as a terminal building, belongs to Pan American World Airways.
- New York Times, June 3, 1960
Published: December 26, 2019
Updated: September 10, 2020
Updated: September 10, 2020
Welcome to our history of New York's Kennedy Airport. In this chapter, we will explore the design of The Pan Am terminal. With its elliptical roof, the Pan Am terminal became one of the most iconic airport terminals of the 20th century.
When the architects started their work in 1956, they were seeking a fresh approach to terminal design. Interestingly, they ended up doing a modern take on what has been called "the mother of all airports": Berlin's Tempelhof Airport. Read all about it below!
When the architects started their work in 1956, they were seeking a fresh approach to terminal design. Interestingly, they ended up doing a modern take on what has been called "the mother of all airports": Berlin's Tempelhof Airport. Read all about it below!
The Pan Am Terminal (1960)
LOCATION
Before 1970, only the International Arrivals Building (IAB) had Federal Inspection Facilities at New York's Idlewild Airport. This meant that all international flights had to arrive at the IAB, with the exception of Nassau, Bermuda and San Juan, Puerto Rico, which had pre-clearance facilities.
Thus, Pan American World Airways, as the premier US international carrier, and TWA, as the number two, were allocated the sites immediately adjacent to the International Arrivals Bulding (IAB) in order to minimize the distance their aircraft needed to be moved between international arrivals and their departure terminals.
A DESIGN CHALLENGE
Pan Am's site was only 17 acres (6.9 hectares). To add to the challenge, the site had a particularly short landside frontage due to the strong curvature of Terminal City in that location.
Architects Walther Prokosch of Tippets-Abbett-McCarthy-Stratton, and Emanuel Turano of Ives, Turano & Gardner Associated Architects, set out to design a signature building befitting America's de facto flag carrier.
Before 1970, only the International Arrivals Building (IAB) had Federal Inspection Facilities at New York's Idlewild Airport. This meant that all international flights had to arrive at the IAB, with the exception of Nassau, Bermuda and San Juan, Puerto Rico, which had pre-clearance facilities.
Thus, Pan American World Airways, as the premier US international carrier, and TWA, as the number two, were allocated the sites immediately adjacent to the International Arrivals Bulding (IAB) in order to minimize the distance their aircraft needed to be moved between international arrivals and their departure terminals.
A DESIGN CHALLENGE
Pan Am's site was only 17 acres (6.9 hectares). To add to the challenge, the site had a particularly short landside frontage due to the strong curvature of Terminal City in that location.
Architects Walther Prokosch of Tippets-Abbett-McCarthy-Stratton, and Emanuel Turano of Ives, Turano & Gardner Associated Architects, set out to design a signature building befitting America's de facto flag carrier.
The architect
Born in 1911, architect Walther Prokosch graduated from Yale in 1934 and had his own practice for several years.
Since 1941, he was associated with the planning of airports in the United States and abroad. In 1946, when working as an architect for the engineering department of Eastern Air Lines, he co-wrote an authoritative book on airport planning.
He later became partner with the reputable engineering and architectural consulting firm Tippetts, Abbett, McCarthy and Stratton (TAMS).
Before his work on the Pan Am terminal, Prokosch was best known as the designer of the new airport for San Juan, Puerto Rico. He was also involved in the Worldport expansion that opened in 1973.
Walther Prokosch retired in 1975 and died in 1991 at the age of 79.
Since 1941, he was associated with the planning of airports in the United States and abroad. In 1946, when working as an architect for the engineering department of Eastern Air Lines, he co-wrote an authoritative book on airport planning.
He later became partner with the reputable engineering and architectural consulting firm Tippetts, Abbett, McCarthy and Stratton (TAMS).
Before his work on the Pan Am terminal, Prokosch was best known as the designer of the new airport for San Juan, Puerto Rico. He was also involved in the Worldport expansion that opened in 1973.
Walther Prokosch retired in 1975 and died in 1991 at the age of 79.
CONTEXT
When the designers started their work in 1956, they set out to find a fresh approach to terminal design. They compared hundreds of airports around the world as well as 30 years of operational experience.
Most new terminal buildings at the time used piers and corridors to bring the passenger to the aircraft, after which they would board the aircraft by stairs, being fully exposed to the elements.
When the designers started their work in 1956, they set out to find a fresh approach to terminal design. They compared hundreds of airports around the world as well as 30 years of operational experience.
Most new terminal buildings at the time used piers and corridors to bring the passenger to the aircraft, after which they would board the aircraft by stairs, being fully exposed to the elements.
THE SOLUTION
The architects decided to do a new take on an existing concept: a large roof overhanging the aircraft ramp. As it turns out, it was pioneered by Nazi-era architect Ernst Sagebiel at Berlin's Tempelhof Airport in 1941. In the design concept, the roof would provide a canopy under which airplanes could park, enabling passengers--but also ground staff, baggage, cargo and mail--to stay dry in inclement weather.
The architects decided to do a new take on an existing concept: a large roof overhanging the aircraft ramp. As it turns out, it was pioneered by Nazi-era architect Ernst Sagebiel at Berlin's Tempelhof Airport in 1941. In the design concept, the roof would provide a canopy under which airplanes could park, enabling passengers--but also ground staff, baggage, cargo and mail--to stay dry in inclement weather.
There were no fingers or piers. Instead, aircraft would park directly around the main building, thereby "bringing the plane to the passenger", as a marketing slogan at the time proclaimed.
Six aircraft, a mix of propeller aircraft and jets, would parallel park under the canopy. Movable gangplanks would move out to the aircraft and people could board directly from the glassed-in central lobby. However innovative Pan American was at the time, somehow the remarkably simple and practical concept of a covered boarding bridge, predecessors of which had been around since the 1930s, had eluded them--it would be United Airlines that would pioneer the first modern experimental boarding bridge two years later at Chicago's O'Hare Airport in early 1958. A rectangular structure containing lounges and administration offices, protruded out from under the roof. Three extra aircraft could park at the top of this structure during peak times, with passengers boarding via stairs. This breakout could later serve as a link to a possible future extension. |
GALLERY: THE DESIGN (click photos to enlarge)
POSITIVE RECEPTION
The plans were unveiled on April 4, 1957. The design was positively received by press and critics alike.
The New York Times wrote: Pan American World Airways has done something that weather-buffeted passengers have long been hoping someone would do. It has designed a terminal from which a passenger will be able to board a plane without exposure to rain or snow.
The Journal-American wrote: Pan American's (new terminal) looks like a fine contribution to passenger-handling efficiency and creature comfort.
The World Telegram and Sun wrote: A new type of flying saucer will appear at Idlewild Airport...and instead of scaring folks, this one will give them the last word in a comfortable coddling.
The plans were unveiled on April 4, 1957. The design was positively received by press and critics alike.
The New York Times wrote: Pan American World Airways has done something that weather-buffeted passengers have long been hoping someone would do. It has designed a terminal from which a passenger will be able to board a plane without exposure to rain or snow.
The Journal-American wrote: Pan American's (new terminal) looks like a fine contribution to passenger-handling efficiency and creature comfort.
The World Telegram and Sun wrote: A new type of flying saucer will appear at Idlewild Airport...and instead of scaring folks, this one will give them the last word in a comfortable coddling.
The original thought in designing this building was that it should be as simple as possible [...] a backdrop for the excitement inherent in the interplay of passengers and airplanes.
- Walter Prokosch, design architect of the Pan Am terminal
DESIGN CHANGES
Later on, several changes were made to the design. Parking parallel to the terminal proved to be unfeasible in an all-jet configuration due to the lack of maneuvering space as well as the problem of jet blast. Now the planes would park nose-in to the building.
The boarding planks had to be re-designed accordingly. Also, the three extra gates at the end of the breakout were reduced from three to two and, ironically, would be equipped with conventional boarding bridges.
In the final design, the terminal was capable of handling eight fully loaded 120-passenger Jet Clippers every hour. The terminal's eight lanes of roadway could handle 60 to 62 cars every two minutes, or 1,800 vehicles per hour.
Inside, the layout was also changed. Initially, there was supposed to be three rectangular islands with 48 check-in positions. This was changed to a two-step check-in process. Directly after entering the building, people could drop off their luggage at one of four positions, after which they would proceed to one of two counters to select a seat.
The terminal would incorporate several innovations, such as a partially automated baggage system. Also, there was no front door. Passengers would enter the door through a 89-by-ten-foot "air curtain".
Initially, the terminal was slated to open for operations in late 1958. However, due to the design changes, construction did not commence until June 1958. By May 1960, the work had been completed.
Later on, several changes were made to the design. Parking parallel to the terminal proved to be unfeasible in an all-jet configuration due to the lack of maneuvering space as well as the problem of jet blast. Now the planes would park nose-in to the building.
The boarding planks had to be re-designed accordingly. Also, the three extra gates at the end of the breakout were reduced from three to two and, ironically, would be equipped with conventional boarding bridges.
In the final design, the terminal was capable of handling eight fully loaded 120-passenger Jet Clippers every hour. The terminal's eight lanes of roadway could handle 60 to 62 cars every two minutes, or 1,800 vehicles per hour.
Inside, the layout was also changed. Initially, there was supposed to be three rectangular islands with 48 check-in positions. This was changed to a two-step check-in process. Directly after entering the building, people could drop off their luggage at one of four positions, after which they would proceed to one of two counters to select a seat.
The terminal would incorporate several innovations, such as a partially automated baggage system. Also, there was no front door. Passengers would enter the door through a 89-by-ten-foot "air curtain".
Initially, the terminal was slated to open for operations in late 1958. However, due to the design changes, construction did not commence until June 1958. By May 1960, the work had been completed.
GALLERY: CONSTRUCTION AND AERIALS (click photos to enlarge)
At night the magic of light and dark converts the parasol into an oddly shaped mushroom, phospherent in a twinkling field, for the passengers arriving and departing by plane.
- New York Times, June 3, 1960.
GALLERY: AERIAL AND EXTERIOR VIEWS (click photos to enlarge)
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The sculptor
Creator of the bronze signs, was the noted American sculptor Milton Hebald. Hebald studied at the Art's Students' league and Beaux Art Institute in New York City. At the age of 17, he won acclaim with his first one-man show, and commissions quickly followed. He won numerous prizes, including the Prix de Rome in Sculpture.
Hebald chose the signs of the zodiac for the terminal because the imaginary belt in the heavens seemed to him the most universal idea for an air terminal serving international travelers.
The 12 pieces constitute one of the largest bronze groupings ever executed. As part of renovations, the Port Authority of New York and New Jersey removed the sculptures, which are stored at a hangar at JFK.
Milton Hebald died in 2015 at the age of 97.
Hebald chose the signs of the zodiac for the terminal because the imaginary belt in the heavens seemed to him the most universal idea for an air terminal serving international travelers.
The 12 pieces constitute one of the largest bronze groupings ever executed. As part of renovations, the Port Authority of New York and New Jersey removed the sculptures, which are stored at a hangar at JFK.
Milton Hebald died in 2015 at the age of 97.
THE PASSENGER PROCESS
Passengers entered the terminal through an open entrance with an air curtain maintaining the building's climate, a very novel feature at the time. Passengers checked their baggage at one of four check-in islands and then proceeded to one of two seat selection points to complete the pre-check formalities.
Once the check-in process had been completed, they could wait in the lounge areas at the gates, step out onto the observation gallery, visit the concessions including kiosks for duty-free shops, or ascend to the mezzanine.
On the mezzanine level, there was a cocktail bar, restaurant, coffee shop, bar, a nursery and the Clipper Hall museum, a homage to Pan American's pioneering heritage. There was also offices and the Clipper Lounge for frequent fliers (see gallery below).
When flights were called, the adjacent lounge lights were dimmed and the gate doorway illuminated in a dramatic touch conceived by Walter Prokosh.
Arriving passengers entered the main concourse and descended to the ground level for baggage reclaim before proceeding out to the arrivals roadway beneath the departures ramp.
Passengers entered the terminal through an open entrance with an air curtain maintaining the building's climate, a very novel feature at the time. Passengers checked their baggage at one of four check-in islands and then proceeded to one of two seat selection points to complete the pre-check formalities.
Once the check-in process had been completed, they could wait in the lounge areas at the gates, step out onto the observation gallery, visit the concessions including kiosks for duty-free shops, or ascend to the mezzanine.
On the mezzanine level, there was a cocktail bar, restaurant, coffee shop, bar, a nursery and the Clipper Hall museum, a homage to Pan American's pioneering heritage. There was also offices and the Clipper Lounge for frequent fliers (see gallery below).
When flights were called, the adjacent lounge lights were dimmed and the gate doorway illuminated in a dramatic touch conceived by Walter Prokosh.
Arriving passengers entered the main concourse and descended to the ground level for baggage reclaim before proceeding out to the arrivals roadway beneath the departures ramp.
The building [...] is, unlike other terminals unadorned. It has no art inside; the building is the exhibition
- New York Times, June 3, 1960.
GALLERY: INTERIOR VIEWS (click photos to enlarge)
Proclaiming its Jet Age ambition, a 1962 Pan Am terminal brochure read:
Jet Age engineering - modern science anticipating your needs...in Pan American's Jet Age terminal they reach their highest expression - all to smooth your departures and arrivals...to add to the pleasures of Jet Clipper travel.
May we welcome you soon? On your way for a delightful flight overseas...to greet an arriving friend...or simply coming to look. You'll be closest to the Jet Age here - and find it wonderfully exciting.
Jet Age engineering - modern science anticipating your needs...in Pan American's Jet Age terminal they reach their highest expression - all to smooth your departures and arrivals...to add to the pleasures of Jet Clipper travel.
May we welcome you soon? On your way for a delightful flight overseas...to greet an arriving friend...or simply coming to look. You'll be closest to the Jet Age here - and find it wonderfully exciting.
The Pan Am terminal was eclipsed in terms of critical acclaim by Eero Saarinen's work for the TWA Flight Center.
OPENING
Pan American's terminal was the smallest of the airline terminals at JFK at 101,680 square feet (9,446 square meters). With a price tag of USD 12 million, it was also the most expensive per square foot, coming in at USD 118. The drama of the cantilevered roof was estimated to have cost an extra 25% over a more conventional building.
The Pan Am terminal opened on May 24th, 1960. In the first six months, the terminal handled 335,000 passengers, on 5,437 flights. The busiest day was August 11, with 41 flights and 3,090 passengers.
In that year's annual architectural competition, sponsored by the Queens Chamber of Commerce, the terminal won a special award as Queens' most outstanding structure. However, in general the Pan Am terminal was eclipsed in terms of critical acclaim by Eero Saarinen's work for the TWA Flight Center at Kennedy.
Later on, we will revisit the Pan Am terminal, when we discuss the late 1960s Worldport expansion.
Pan American's terminal was the smallest of the airline terminals at JFK at 101,680 square feet (9,446 square meters). With a price tag of USD 12 million, it was also the most expensive per square foot, coming in at USD 118. The drama of the cantilevered roof was estimated to have cost an extra 25% over a more conventional building.
The Pan Am terminal opened on May 24th, 1960. In the first six months, the terminal handled 335,000 passengers, on 5,437 flights. The busiest day was August 11, with 41 flights and 3,090 passengers.
In that year's annual architectural competition, sponsored by the Queens Chamber of Commerce, the terminal won a special award as Queens' most outstanding structure. However, in general the Pan Am terminal was eclipsed in terms of critical acclaim by Eero Saarinen's work for the TWA Flight Center at Kennedy.
Later on, we will revisit the Pan Am terminal, when we discuss the late 1960s Worldport expansion.
VIDEO: A 1960 PAN AM PROMOTION FILM FEATURING THE PAN AM TERMINAL
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VIDEO: FOOTAGE OF THE PAN AM TERMINAL SHOT IN 1965. THE IAB IS ALSO VISIBLE IN SOME SHOTS
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This brings us to the end of this chapter. We will return to the Pan Am terminal later on to dive into the Worldport expansion!
In the next part--currently under revision--we will explore the equally legendary TWA Flight Center! Click below for the following chapter on the completion of Terminal City.
Do you have memories of Idlewild in in the early years? Share them below!
In the next part--currently under revision--we will explore the equally legendary TWA Flight Center! Click below for the following chapter on the completion of Terminal City.
Do you have memories of Idlewild in in the early years? Share them below!
Get items from this article for your personal collection!
Click the gallery below to get carefully restored high-quality downloads for personal use
Click the gallery below to get carefully restored high-quality downloads for personal use
Acknowledgements
I want to give a special thanks to Shea Oakley, commercial aviation historian, who provided great insights and feedback on this article.