Published: October 30, 2020
Updated: October 15, 2021
Updated: October 15, 2021
The Sundrome was the eighth and last terminal to be built of the original Terminal City Master Plan. With its simple yet avant-garde design, architect I.M. Pei sought to create a counterbalance against the "highly expressive" TWA Flight Center. Read the story below!
I want to give a special thanks to Emma Cobb of Pei Cobb Freed & Partners and aviation historian Shea Oakley for their kind assistance in preparing this article.
I want to give a special thanks to Emma Cobb of Pei Cobb Freed & Partners and aviation historian Shea Oakley for their kind assistance in preparing this article.
National Airlines' Sundrome (1969)
A REPLACEMENT FOR THE TEMPORARY TERMINAL
By 1960, most of the major airlines had either moved, or were in the process of building their own terminals. The airlines that remained in the Temporary Terminal Building or "TTB", were Braniff, National, Northeast, Northwest, Trans-Canada Airlines and Trans Caribbean Airways.
The sprawling complex of the UTB, with original structures dating back to 1948, had become overcrowded and dilapidated. In 1960, the Port Authority decided to finally replace the facility with a so-called "Union Terminal," which would be operated by the Authority itself and house various airlines.
By 1960, most of the major airlines had either moved, or were in the process of building their own terminals. The airlines that remained in the Temporary Terminal Building or "TTB", were Braniff, National, Northeast, Northwest, Trans-Canada Airlines and Trans Caribbean Airways.
The sprawling complex of the UTB, with original structures dating back to 1948, had become overcrowded and dilapidated. In 1960, the Port Authority decided to finally replace the facility with a so-called "Union Terminal," which would be operated by the Authority itself and house various airlines.
Aerial view of the site for the new terminal. The original cinderblock terminal and the old Federal Inspection Facility have been demolished leaving the quonset huts to remain in service during construction of the new building.
Although National was the first US domestic carrier to move to Kennedy, it was the last carrier to get its own modern unit terminal.
A TERMINAL COMPLEMENTING THE TWA FLIGHT CENTER
That same year, a design competition was organized inviting five notable New York architects that had never designed a structure at Idlewild Airport before. The winning bid was submitted by Chinese-American architect I.M. Pei, then 43 years old.
His markedly simple design featured a straight, flat, 600-foot (183-meter) aluminum-sheathed roof, supported at the edges by concrete pylons two levels high. The building was enclosed on all sides with glass for a feeling of openness.
In the original design, the main lobby contained both check-in and baggage claim. The mezzanine level, which contained a restaurant, shops and services was connected to two linear gate concourses by means of bridges and airside corridors.
A basement level 15 feet deep--the deepest of any of the terminals--was planned to contain the baggage handling system, offices and a staff cafeteria.
At the time Pei was quoted saying he wanted to add "peace" to the esthetics of Idlewild Airport and that its design should complement, not compete with the "highly expressive" TWA Flight Center being built next door.
That same year, a design competition was organized inviting five notable New York architects that had never designed a structure at Idlewild Airport before. The winning bid was submitted by Chinese-American architect I.M. Pei, then 43 years old.
His markedly simple design featured a straight, flat, 600-foot (183-meter) aluminum-sheathed roof, supported at the edges by concrete pylons two levels high. The building was enclosed on all sides with glass for a feeling of openness.
In the original design, the main lobby contained both check-in and baggage claim. The mezzanine level, which contained a restaurant, shops and services was connected to two linear gate concourses by means of bridges and airside corridors.
A basement level 15 feet deep--the deepest of any of the terminals--was planned to contain the baggage handling system, offices and a staff cafeteria.
At the time Pei was quoted saying he wanted to add "peace" to the esthetics of Idlewild Airport and that its design should complement, not compete with the "highly expressive" TWA Flight Center being built next door.
GALLERY: 1960 COMPETITION DESIGN IMAGES (CLICK TO ENLARGE)
The architect
One of the world's most daring and original architects, Pei was born in Guangzhou, China, in 1917 as Ieoh Ming Pei. Coming the US, he earned his Bachelor of Architecture degree from the Massachusetts Institute of Technology in 1940.
Six years later, Pei received an architecture degree from the Harvard Graduate School of Design. And from 1945-48, he served as a Harvard faculty member.
Soon after graduation he started with Webb & Knapp, where he would design many commercial high-rise buildings. In 1955, he set up I. M. Pei & Associates, with Henry Cobb and Eason Leonard, the team he had assembled at Webb & Knapp.
He is best known for designing the East Building of the National Gallery of Art in Washington and the glass pyramid at the entrance to the Louvre in Paris. Besides his many art museums, he designed concert halls, academic structures, hospitals, office towers and civic buildings.
Pei only designed one airport terminal. However, in the late 1960s, he also designed 16 FAA control towers in various locations throughout the US, such as O'Hare International Airport, Tampa International Airport, Lambert-St. Louis International Airport and Indianapolis International Airport.
I.M. Pei died in New York in 2019, at the age of 102.
Six years later, Pei received an architecture degree from the Harvard Graduate School of Design. And from 1945-48, he served as a Harvard faculty member.
Soon after graduation he started with Webb & Knapp, where he would design many commercial high-rise buildings. In 1955, he set up I. M. Pei & Associates, with Henry Cobb and Eason Leonard, the team he had assembled at Webb & Knapp.
He is best known for designing the East Building of the National Gallery of Art in Washington and the glass pyramid at the entrance to the Louvre in Paris. Besides his many art museums, he designed concert halls, academic structures, hospitals, office towers and civic buildings.
Pei only designed one airport terminal. However, in the late 1960s, he also designed 16 FAA control towers in various locations throughout the US, such as O'Hare International Airport, Tampa International Airport, Lambert-St. Louis International Airport and Indianapolis International Airport.
I.M. Pei died in New York in 2019, at the age of 102.
AN INNOVATIVE DESIGN
The proposed design was quite innovative. For example, it was devised to provide unique solutions to congestion, particularly vehicular traffic. By 1960 this had already become the most critical problem to confront airports, including Kennedy. Automobile circulation had traditionally been confined to the front of the building.
In Pei's design, the main building was connected to the gate concourses by means of elevated bridges, allowing for a separate arrivals curbside at the back of the building. This meant he could provide separate roadways for departures and arrivals without building ramps that would have broken up the landside façade.
Another innovation was the use of glass as a primary building material--a first in U.S. airport construction, which in recent decades, has become almost ubiquitous in airport terminals around the world. Initially, the terminal was budgeted at USD 9 million and was to be built in stages between 1962 and 1964.
The proposed design was quite innovative. For example, it was devised to provide unique solutions to congestion, particularly vehicular traffic. By 1960 this had already become the most critical problem to confront airports, including Kennedy. Automobile circulation had traditionally been confined to the front of the building.
In Pei's design, the main building was connected to the gate concourses by means of elevated bridges, allowing for a separate arrivals curbside at the back of the building. This meant he could provide separate roadways for departures and arrivals without building ramps that would have broken up the landside façade.
Another innovation was the use of glass as a primary building material--a first in U.S. airport construction, which in recent decades, has become almost ubiquitous in airport terminals around the world. Initially, the terminal was budgeted at USD 9 million and was to be built in stages between 1962 and 1964.
An artist's rendition of the Sundrome. Pei said his design should complement and not compete with the "highly expressive" TWA Flight Center being built next door.
“Spaciousness. Generosity. Dignity. Calm. Order. Precision. Restraint. These are qualities that people who are having to deal with the stresses of travel appreciate.”
- Henry Cobb of Pei, Cobb, Freed & Partners in 2011 on I.M. Pei's design for the Sundrome
NATIONAL AIRLINES BECOMES THE MAIN TENANT
Progress for the Union Terminal stalled shortly after the design competition when the multi-tenant agreement expected by the Port Authority failed to materialize. In 1961, Braniff, Northeast and Northwest signed an agreement with the Port Authority to build their own facility, leaving National Airlines, Trans-Canada Airlines and Trans-Caribbean Airways.
In 1962, National Airlines signed a lease for the nine-hectare (22-acre) site and took over the project. Trans-Caribbean Airways would become subtenants to National and would occupy approximately 20% of the terminal.
Initially Trans-Canada Airlines would also lease space in the terminal but later decided to become subtenant to BOAC in its newly built terminal next door.
Although National was one of the earliest carriers at Kennedy, it was the last carrier to get its own modern unit terminal. The carrier had previously been offered a large site by the Port Authority during the initial development of Terminal City.
However, the offered site was further away from the International Arrivals Building (IAB) than the building site offered to its archrival Eastern Airlines, and so National turned it down.
Having been the first US domestic airline to make the move to Kennedy, National even sued the Port Authority claiming it had senior rights but lost the case. The carrier had no choice but to stay put in the temporary terminal for the time being. The site previously offered to National was then offered to American instead.
Progress for the Union Terminal stalled shortly after the design competition when the multi-tenant agreement expected by the Port Authority failed to materialize. In 1961, Braniff, Northeast and Northwest signed an agreement with the Port Authority to build their own facility, leaving National Airlines, Trans-Canada Airlines and Trans-Caribbean Airways.
In 1962, National Airlines signed a lease for the nine-hectare (22-acre) site and took over the project. Trans-Caribbean Airways would become subtenants to National and would occupy approximately 20% of the terminal.
Initially Trans-Canada Airlines would also lease space in the terminal but later decided to become subtenant to BOAC in its newly built terminal next door.
Although National was one of the earliest carriers at Kennedy, it was the last carrier to get its own modern unit terminal. The carrier had previously been offered a large site by the Port Authority during the initial development of Terminal City.
However, the offered site was further away from the International Arrivals Building (IAB) than the building site offered to its archrival Eastern Airlines, and so National turned it down.
Having been the first US domestic airline to make the move to Kennedy, National even sued the Port Authority claiming it had senior rights but lost the case. The carrier had no choice but to stay put in the temporary terminal for the time being. The site previously offered to National was then offered to American instead.
Enjoying this article?
Sign up to our e-mail newsletter to know when new content goes online!
|
DELAYS AND DESIGN CHANGES
Construction of the terminal was supposed to start soon after National signed the lease in 1962, with a planned opening in 1966. However, more delays followed as National commissioned Pei to adapt the design to its more limited needs in a smaller building. One of the major changes made was the replacement of the linear concourses by two round satellite concourses with six boarding gates each. National's sagging finances in the early 1960s brought further delays. Then, due to a rapid mid-decade rise in travel and National's order of the Boeing 747, the airline again requested Pei to make changes--this time to enlarge the facilities. The terminal size was increased by 100,000 sq ft (9,300 m2). The main building would now be dedicated to departures, and check-in facilities would be extended. |
The Sundrome design as it looked in the mid-1960s. The two linear piers were replaced by boarding satellites, which were connected to the main building by corridors. Note that in this iteration there are curbsides on all sides of the building.
|
An artist's impression of the Sundrome after design changes that were made in 1966. The most visible change is the replacement of the airside corridors, connecting the main building to the satellites, by an airside block (see middle of image). The ground floor of the airside block contained the arrivals hall. The top floor was a 414-seat restaurant.
A new airside block was also designed, replacing the corridors. The restaurant was moved from the mezzanine in the main building to the upper level of the airside block, offering sweeping views of the apron. The ground floor of the airside block would contain the arrivals hall.
A second boarding bridge was added to four gates in order to accommodate National's 747s, which would join the fleet starting in late 1970. The revised plans offered 350,000 ft2 (32,516 m2), of which the large basement accounted for 162,000 ft2 (15,050 m2).
Construction finally got underway in 1966. By this time the projected construction cost had risen to USD 15 million.
A second boarding bridge was added to four gates in order to accommodate National's 747s, which would join the fleet starting in late 1970. The revised plans offered 350,000 ft2 (32,516 m2), of which the large basement accounted for 162,000 ft2 (15,050 m2).
Construction finally got underway in 1966. By this time the projected construction cost had risen to USD 15 million.
Another artist's impression of the Sundrome focusing on the airside. Each boarding satellite could accommodate six aircraft of varying sizes.
Like this article?
Support us by donating $6.95 and receive a fantastic download!
Or you can make a simple donation.
Click below to support.
GALLERY: AERIAL AND EXTERIOR VIEWS (CLICK TO ENLARGE)
“Great! I'm glad you decided to finally pull out of your old cracker box!”
- A passenger boarding the first flight out of the Sundrome on November 30th, 1969
OPENING
The first stage of the National Terminal opened on November 30th, 1969 with aircraft using the east satellite. The first flight to use the Sundrome was Flight 405, a Boeing 727 headed for Tampa, which took off on time at 6:45 am.
The west satellite was completed in January 1970 and the 400-seat Sundrome restaurant overlooking the airfield above the arrivals hall was opened that spring. The final cost was USD 40 million. The terminal was later renamed Terminal 6.
Non-stop destinations served around the time of opening were Baltimore, Boston, Jacksonville, Newport News Norfolk, Miami/Ft. Lauderdale, Philadelphia, Providence, Tampa and Washington.
The first stage of the National Terminal opened on November 30th, 1969 with aircraft using the east satellite. The first flight to use the Sundrome was Flight 405, a Boeing 727 headed for Tampa, which took off on time at 6:45 am.
The west satellite was completed in January 1970 and the 400-seat Sundrome restaurant overlooking the airfield above the arrivals hall was opened that spring. The final cost was USD 40 million. The terminal was later renamed Terminal 6.
Non-stop destinations served around the time of opening were Baltimore, Boston, Jacksonville, Newport News Norfolk, Miami/Ft. Lauderdale, Philadelphia, Providence, Tampa and Washington.
GALLERY: INTERIOR VIEWS (CLICK TO ENLARGE)
SUNDROME MEMORIES
by Shea Oakley
As a child I spent a lot of time in Sarasota, Florida on family vacations. Being New Jersey residents we also spent a lot of time from 1968-80 flying National because, along with Eastern, they were the only major carrier serving that beautiful city on the Gulf of Mexico from the New York metro area. My first time through NAL's Unit Terminal Building at JFK was just a few days after it opened in late 1969. When we departed for Sarasota it was out of NAL's section of what was left of the dilapidated old "Temporary Terminal Building" (TTB). While away National moved into their new showplace and we arrived back just a few days after that occurred.
For the next 11 years I can recall some special moments having to do specifically with the terminal and NAL's two-aircraft 747 "fleet." First of all, I remember what had a to be a nine-foot-long cutaway model of the "747 Sun King" that sat on a massive tri-pod stand not far from the check-in counters (and had to be curtained off from airplane obsessed kids like me). Another time I remember having a pre-flight snack in the "Sundrome Restaurant" while longingly gazing out at one of the National 747s parked at its customary gate on the East rotunda concourse. That was over 45 years ago and I can remember it like it was almost yesterday.
Then there was the day in 1977 or '78 when the fantastic airport views afforded by the Sundrome's glass-curtained floor-to-ceiling "walls" allowed me to catch my first glimpse ever of possibly the most beautiful and dramatic airliner ever built, Concorde, climbing out with full afterburners from its JFK runway for a 3 1/2 hour supersonic flight to Europe. It was another Sundrome moment, one of many more there is not space to mention here, which I will never forget!
Shea Oakley is Managing Editor of the World Airline Historical Society Journal and expert on the history of US airlines.
As a child I spent a lot of time in Sarasota, Florida on family vacations. Being New Jersey residents we also spent a lot of time from 1968-80 flying National because, along with Eastern, they were the only major carrier serving that beautiful city on the Gulf of Mexico from the New York metro area. My first time through NAL's Unit Terminal Building at JFK was just a few days after it opened in late 1969. When we departed for Sarasota it was out of NAL's section of what was left of the dilapidated old "Temporary Terminal Building" (TTB). While away National moved into their new showplace and we arrived back just a few days after that occurred.
For the next 11 years I can recall some special moments having to do specifically with the terminal and NAL's two-aircraft 747 "fleet." First of all, I remember what had a to be a nine-foot-long cutaway model of the "747 Sun King" that sat on a massive tri-pod stand not far from the check-in counters (and had to be curtained off from airplane obsessed kids like me). Another time I remember having a pre-flight snack in the "Sundrome Restaurant" while longingly gazing out at one of the National 747s parked at its customary gate on the East rotunda concourse. That was over 45 years ago and I can remember it like it was almost yesterday.
Then there was the day in 1977 or '78 when the fantastic airport views afforded by the Sundrome's glass-curtained floor-to-ceiling "walls" allowed me to catch my first glimpse ever of possibly the most beautiful and dramatic airliner ever built, Concorde, climbing out with full afterburners from its JFK runway for a 3 1/2 hour supersonic flight to Europe. It was another Sundrome moment, one of many more there is not space to mention here, which I will never forget!
Shea Oakley is Managing Editor of the World Airline Historical Society Journal and expert on the history of US airlines.
|
UNDERUTILIZATION
With about 55 aircraft, National was the smallest airline to have its own terminal at Kennedy Airport. As we learned earlier, during the traffic boom of the 1960s, the carrier had the size of the Sundrome increased, expecting that it would need the capacity in the future. However, in the 1970s, growth leveled off and the Sundrome would remain underutilized--National would only handle around 20 flights a day during its occupancy. |
|
In 1971, National's subtenant, Trans-Caribbean Airways--which operated a handful of flights every day--was absorbed into American, further decreasing activity at the Sundrome.
In 1976, National sold off its two 747s. National's only international route out of the Sundrome was to Amsterdam, for which it acquired the rights in 1978. In 1980, the National Airlines era came to an end following the acquisition of the airline by Pan Am, after which its flights moved to the Worldport.
In 1976, National sold off its two 747s. National's only international route out of the Sundrome was to Amsterdam, for which it acquired the rights in 1978. In 1980, the National Airlines era came to an end following the acquisition of the airline by Pan Am, after which its flights moved to the Worldport.
In a future installment, we will revisit the Sundrome later on in its existence, when it served TWA and JetBlue. Finally, we will chronicle the fight to preserve the Sundrome and its ultimate untimely demise in 2011.
In the next chapter we will explore the BOAC/British Airways Terminal.
In the next chapter we will explore the BOAC/British Airways Terminal.
Like this article?
Support us by donating $6.95 and receive a fantastic download!
Or you can make a simple donation.
Click below to support.
Thanks for reading! Before you go...
- Follow us on social to get the best of airport history right in your news feed!
- Sign up to our newsletter below to know when new content goes online!
- And comment below 👇 to join the conversation and share your comments!